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RECORD OF REVISIONS
Revsion Date Date Page Revsion Date Date Page
Number Inserted Removed Number Number Inserted Removed Number
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C1 DEC 10, 2019

CESSNA AIRCRAFT COMPANY
MAINTENANCE MANUAL
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BEECHCRAFT®
MODEL 1900D AIRLINER
MAINTENANCE MANUAL
INTRODUCTION
1. General
A. The Instructions for Continued Airworthiness (ICA) in this publication use the data available at the
time of publication. This publication is updated, supplemented, and changed by service letters,
service bulletins, publication revisions, reissues, ICA supplements, and temporary revisions, which
are supplied by subscription services available from Textron Aviation Customer Service. All of these
changes become part of and are specifically included in this publication which is the principal manual
for ICA. The latest changes to this publication are available through the Textron Aviation Customer
Service subscription services, Service Centers and Service Stations.
B. The date on the Original Standard Airworthiness Certificate, issued with each airplane, must be
considered as the starting time for all Inspection and Replacement Schedules presented in this
manual.
C. The ICAs in this manual have been written for Textron Aviation Inc.-approved parts. If non-approved
parts are installed, refer to the manufacturer's or seller's publications for inspection intervals,
replacement time limits, methods of inspections, life limits, etc.
D. Textron Aviation Inc. expressly reserves the right to supersede, cancel or declare obsolete any parts,
part numbers, kits or publications that may be referenced in this manual without prior notice.
INTRODUCTION Page 1
© TEXTRON AVIATION INC. May 1/2019
BEECHCRAFT®
MAINTENANCE MANUAL
WARNING: It is recommended only parts obtained from sources approved by

Textron Aviation Inc., be used in connection with the maintenance
and repair of Textron Aviation Inc. airplanes.
WARNING: Genuine Textron Aviation Inc. parts are produced and inspected
under rigorous procedures to insure airworthiness and suitability
for use in Textron Aviation Inc. airplane applications. Parts
purchased from sources other than those listed, even though
outwardly identical in appearance, may not have the required
tests and inspections performed, may be different in fabrication
techniques and materials, and may be dangerous when installed
in an airplane.
WARNING: Salvaged airplane parts, reworked parts obtained from sources

not approved by Textron Aviation Inc. or parts, components or
structural assemblies, the service history of which is unknown or
cannot be authenticated, may have been subjected to unacceptable
stresses or temperatures or have other hidden damage, not
discernible through routine visual or usual nondestructive testing
techniques. This may render the part, component or structural
assembly, even though originally manufactured by Textron
Aviation Inc., unsuitable and unsafe for airplane use.
WARNING: Textron Aviation Inc. expressly disclaims any responsibility for

malfunctions, failures, damage or injury caused by use of parts not
approved by Textron Aviation Inc.
WARNING: Any maintenance requiring the disconnect and reconnect of flight

control cables, plumbing, electrical connectors or wiring requires
identification of each side of the component being disconnected
to facilitate correct reassembly. At or prior to disassembly,
components should be color coded, tagged or properly identified
in a way that it will be obvious how to correctly reconnect the
components. After recondition of any component, remove all
identification tags. Check all associated systems for correct
function prior to returning the airplane to service.
2. How to Get Customer Assistance
A. Customer Service Contact Information
(1) If you need assistance with a general support question, publication information, subscriptions,
or maintenance programs visit our website at http://txtavsupport.com or contact:
TEXTRON AVIATION CUSTOMER SERVICE

316-517-5800
Phone Numbers
1-844-44TXTAV (1-844-448-9828)
Fax Number 316-517-5802
INTRODUCTION Page 2
BEECHCRAFT®
MAINTENANCE MANUAL
TEXTRON AVIATION CUSTOMER SERVICE

Textron Aviation Customer Service
Mailing Address 2121 South Hoover Road
Wichita, KS 67208
Web Directory of https://support.cessna.com/docs/custsupt/onlineDirectory/ti/
Customer Support
Team E-mail
Addresses
NOTE:
Additional publications are listed on the web at http://pubs.txtav.com. For more information on these
publications, or to check subscription status, contact the Technical Manual Distribution Center (TMDC) at
1-800-796-2665 or 316-517-6215, fax 316-671-2540
STRUCTURAL REPAIR
Phone Numbers 316-517-6061 Direct Line
Email Address csstructures@txtav.com
3. Coverage
A. The information in this maintenance manual is applicable to US and foreign certified Model 1900D
airplanes. Information unique to a particular country is identified in the affected chapter(s).
B. The Model 1900D Maintenance Manual is prepared with information given by the Air Transport
Association of America (ATA) Specifications for Manufacturer's Technical Data.
C. This manual gives the necessary information required to help maintenance personnel service,
examine, troubleshoot, remove and replace components, or repair systems on the airplane.
D. This manual is supplemented by the following publications:
• Model 1900D Airliner Parts Catalog, P/N 129-590000-11
• Model 1900D Airliner Wiring Diagram Manual, P/N 129-590000-13
• Model 1900 Airliner Series Component Maintenance Manual, P/N 114-590021-11
• Model 1900D Airliner Structural Inspection Manual, P/N 129-590000-65
• Model 1900 Airliner Series Corrosion Control Manual, P/N 114-590021-197
• Model 1900 Airliner Series Structural Repair Manual, P/N 114-590021-9
• Model 1900 Series Kit Supplement Illustrated Parts Catalog, P/N 129-590000-131
• Model 1900 Airliner Series Airworthiness Limitations Manual, P/N 129-590000-133
E. Whenever a Maintenance Manual task, instruction or procedure references a procedure contained in
the Model 1900 Airliner Series Component Maintenance Manual, that procedure is considered to be
a Maintenance Manual procedure. It is the responsibility of the owner/operator or maintenance facility
to make sure the latest revision of the Model 1900 Airliner Series Component Maintenance Manual
is used during operation, servicing and maintenance of the components. Model 1900 Airliner Series
Component Maintenance Manual data referred to from this Maintenance Manual has been accepted
as approved maintenance data and as such, can be used to release an airplane maintenance action.
F. Use the technical publications available from manufacturers of the different airplane components and
systems, which are not covered in this manual, as necessary for maintenance of those components
and systems.
G. Inspection, maintenance and parts requirements for Supplemental Type Certificate (STC) installations
are not given in this manual. When the airplane has an STC installation, those parts of the airplane
that the installation has an effect on, must be examined in accordance with the inspection program
published by the owner of the STC. Inspection criteria supplied in this manual may not be valid for
airplanes that have STC installations because these installations may change the system's interface,
operating characteristics, and component loads or stresses on adjacent structures.
INTRODUCTION Page 3
BEECHCRAFT®
MAINTENANCE MANUAL
4. Instructions for Continued Airworthiness (ICA)

A. Maintenance Manual
(1) The instructions provided in this maintenance manual are the principal Instructions for Continued
Airworthiness (ICA). This manual may be updated to revise or add ICAs when changes to the
airplane type design require changes to these instructions. When a revision to this manual is
not possible within the time constraints for these ICAs, the instructions may be transmitted with
a temporary revision or with an ICA supplement. Temporary revisions and ICA Supplements will
be incorporated in the next revision to this manual unless these instructions require restricted
distribution.
B. Temporary Revisions
(1) Temporary revisions may be produced to transmit supplemental instructions for continued
airworthiness when a revision to the maintenance manual is not possible within the time
constraints for these ICAs. They consist of complete page blocks which replace the existing
paper and will temporally supersede the electronic data. Temporary revisions will be included
on the next electronic release cycle. Temporary revisions are numbered consecutively in the
ATA chapter assignment. Page numbering uses the three-element number, which matches the
maintenance manual.
(2) Paper Version of the Maintenance Manual
(a) Paper temporary revisions will be distributed on yellow paper. File the temporary revision
cover sheet after the title page of the chapter to which it applies and substitute or add the
remaining pages in the paper manual.
(3) Electronic Version of the Maintenance Manual
(a) The most current information is available online to subscription holders.
(b) The cover sheet will be located in the maintenance manual electronic library at the
beginning of the chapter to which it applies and the changed or added page blocks will
be located in the appropriate location by ATA. All revised or added information will have
a teal background.
C. ICA Supplements
(1) ICA supplements may be produced to transmit supplemental instructions for continued
airworthiness when a revision to the maintenance manual is not possible within the time
constraints for these ICAs. ICA supplements will provide supplemental instructions for one or
more ICA manual and is to be used in conjunction with the affected manuals (maintenance
manual, wiring diagram manual, etc.) until those instructions are incorporated into the manuals.
ICA supplements are numbered consecutively by model in the ATA chapter assignment. Page
numbering uses the three-element number, which matches the affected manuals.
5. Serialization
A. All airplanes supported by this manual are assigned a serial number. Serial numbers are assigned
one after the other to each airplane as it is made and will stay with the airplane during its service life.
The serial number appears on the model designation data plate or placard. Refer to Chapter 11 for
placard location. If there is a question about the care of your airplane, it is important to include the
airplane serial number in any correspondence.
B. The configuration of each airplane can be specified by the customer and may be different for each
serial number. The airplane serial number may be shown in the text or in an illustration to identify
maintenance instructions specified for an airplane. Instructions and illustrations that are not identified
by airplane serial number(s) are standard or optional and they are applicable to airplanes with the
system(s) or component(s) installed.
6. Electronic Media
A. Publications for this airplane are available in paper and as electronic media. The paper publications
are available as individual publications such as the Maintenance Manual, Parts Catalog, etc.
The electronic media publications are also available in a library that includes multiple books
together. Comprehensive user guides for the 1 View electronic viewer application are available on
http://pubs.txtav.com.These publications are kept up-to-date through subsequent revisions. Reissues
INTRODUCTION Page 4
BEECHCRAFT®
MAINTENANCE MANUAL
and revisions are automatically provided to the subscription holders of the manual. It shall be the
responsibility of the owner/operator to make sure the latest revision of the publications contained
in, or referenced from this manual are utilized during operation, servicing and maintenance of the
airplane.
7. Service Bulletins
A. In addition to this manual and its subsequent revisions, additional maintenance information is
published in the form of Service Bulletins. The information contained in these service bulletins is an
integral part of, and is to be used in conjunction with, the information contained in this manual.
8. Maintenance Manual Use

A. Division of Subject Matter.
(1) The maintenance manual is divided into four major sections. The major sections are separated
into chapters. Each chapter has its own List of Effectivity Page and Contents page. The manual
divisions are as follows:
(a) Major Section 1 - Airplane General
Chapter Title
4 Airworthiness Limitations
5 Time Limits/Maintenance Checks
6 Dimensions and Areas
7 Lifting and Shoring
8 Leveling and Weighing
9 Towing and Taxiing
10 Parking and Mooring
11 Placards and Markings
12 Servicing
(b) Major Section 2 - Airframe Systems
Chapter Title
21 Environmental/Air Conditioning
22 Auto Flight
23 Communications
24 Electrical Power
25 Equipment/Furnishings
26 Fire Protection
27 Flight Controls
28 Fuel
30 Ice and Rain Protection
31 Indicating/Recording Systems
32 Landing Gear
33 Lights
34 Navigation
INTRODUCTION Page 5
BEECHCRAFT®
MAINTENANCE MANUAL
Chapter Title
35 Oxygen
36 Pneumatic
37 Vacuum
38 Water/Waste
(c) Major Section 3 - Structures
Chapter Title
51 Structures
52 Doors
53 Fuselage
54 Nacelles/Pylons
55 Stabilizers
56 Windows
57 Wings
(d) Major Section 4 - Power Plant
Chapter Title
61 Propellers
71 Power Plant
72 Engine
73 Engine Fuel and Control
74 Ignition
76 Engine Controls
77 Engine Indicating
78 Exhaust
79 Oil
B. Page Number System.

(1) The page number system used in this maintenance manual has three-element numbers that are
separated by dashes. The three-element numbers are found at the bottom right corner of the
page, next to the page number. Refer to Figure 1.
Figure 1
INTRODUCTION Page 6
BEECHCRAFT®
MAINTENANCE MANUAL
(2) When the chapter/system element number is followed with zeros in the section/subsystem and
subject/unit element number (28-00-00), the information is applicable to the entire system.
(3) When the section/subsystem element number is followed with zeros in the subject/unit element
number (28-21-00), the information is applicable to the subsystems in the system.
(4) The subject/unit element number is used to identify information applicable to units in the
subsystems. The subject/unit element number continues in sequence from the number -01-
with the number of subsystem units in which maintenance information is necessary.
(5) All system/subsystem/unit (chapter/section/subject) maintenance data is separated into
specified types of information: Description and Operation, Troubleshooting, Maintenance
Practices, etc. Blocks of page numbers that are in sequence are used to identify the type of
information:
(a) When subtopics are short, they may be put together into a Maintenance Practices section.
Maintenance Practices can have a mix of subtopics that includes information to service,
remove, install, adjust, test, clean, paint or do approved repairs.
(b) Longer procedures that are not as easy to do may be included in a specified section.
Page 1 through 99 - Description and Operation
Page 101 through 199 - Troubleshooting
Page 201 through 299 - Maintenance Practices
Page 301 through 399 - Servicing
Page 401 through 499 - Removal/Installation
Page 501 through 599 - Adjustment/Test
Page 601 through 699 - Inspection/Check
Page 701 through 799 - Cleaning/Painting
Page 801 through 899 - Approved Repairs
Page 901 through 999 - Dispatch Deviation
(6) For a typical page number, refer to Figure 2:
Figure 2
(7) Illustrations use the same figure numbers as the page block in which they appear. For example,
Figure 202 would be the second figure in a Maintenance Practices section.
9. List of Effective Pages (Paper Version of this Manual Only)

A. A List of Effective Pages is supplied at the start of each maintenance manual chapter. All pages in
the specified chapter are recorded in numerical sequence on the List of Effective Pages with the date
of issue for each page.
10. Revision Filing Instructions (Paper Version of this Manual Only)

A. Regular Revision.
(1) Pages to be removed or put in the maintenance manual are given in sequence by their
three-element number (chapter/section/subject) and page number on the List of Effective
Pages. When two pages show the same three-element number and page number, the page
with the most recent date of page revision date must be put in the maintenance manual.
(2) The date column on the List of Effective Pages will help you make sure the correct page(s) are
in the manual.
(a) When pages are removed from the chapter, the word "Deleted" will be put adjacent to the
related page-block on the List of Effective Pages.
INTRODUCTION Page 7
BEECHCRAFT®
MAINTENANCE MANUAL
B. Temporary Revision.
(1) Put temporary revisions in the chapter where they apply. Refer to the filing instructions that are
supplied on the cover page of the temporary revision.
(2) Remove a temporary revision when the data has been included in the maintenance manual or
when it has been replaced by a different temporary revision. A Record of Temporary Revisions is
found in each chapter, immediately after the List of Effective Pages. A Date Removed column on
the Record of Temporary Revisions will show the date the temporary revision data was included
in the manual. The temporary revision can be removed at that time.
C. Record of Revisions Page
(1) The printed manual will have a Record of Revisions page. When a revision is inserted, the
revision number, the date the revision is inserted into the manual, and the initials of the person(s)
inserting the revision should be recorded on this page.
11. Identifying Revised Material

A. Paper Manual
(1) Additions or revisions to text in a section will be identified by a revision bar adjacent to the change
in the margin of the page. The current revision date for that section will show in the lower right
corner of the section, below the page number.
(2) When large technical changes are made to text in a section, a revision bar will be shown the full
length of the text.
B. Electronic Manual
(1) Additions or revisions to text in a section will have a teal background to show the revised text.
The current revision number for the manual will show in parenthesis in the upper right corner of
the page adjacent to the title of the manual. The revision number for that section will show in
parenthesis in the upper left corner of the page adjacent to the chapter-section-subject.
(2) When large technical changes are made to text in a section, the teal background will show the
full length of the text.
12. Abbreviation
A. Abbreviations are not often given in this manual; however, abbreviated identification for switches,
circuit breakers and annunciator panel legends are shown as they are seen on the placards or
electroluminescent panels.
13. Warnings, Cautions and Notes

A. Warnings, cautions and notes, related to the procedures being done, are used. Each gives important
information.
(1) WARNING - Tells maintenance personnel how to use the materials, processes, methods,
procedures or limits, which must be followed accurately to prevent injury or death to persons.
(2) CAUTION - Tells maintenance personnel how to use the materials, processes, methods,
procedures or limits, which must be followed accurately to prevent damage to equipment.
(3) NOTE - Tells maintenance personnel how to use methods, which will make the work easier.
INTRODUCTION Page 8
CHAPTER
5
TIME LIMITS/
MAINTENANCE
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BEECHCRAFT®
MAINTENANCE MANUAL
TIME LIMITS/MAINTENANCE CHECKS - GENERAL
1. Time Limits/Maintenance Checks - General
WARNING: When an airplane has experienced abnormal landing gear procedures

of any type, as a safety precaution, place the airplane on jacks prior
to performing any inspection or maintenance. Ensure that all three
landing gears are down and locked prior to removing the airplane from
the jacks.
CAUTION: Jacking of an airplane for the purpose of landing gear operation, inspection,
servicing or maintenance should be accomplished within and enclosed
building or hangar. In the interest of safety, should it become necessary
to jack the airplane in the open, wind velocity in any direction and terrain
variations, must be compensated for prior to jacking the airplane.
This chapter contains TIME-LIMITED INSPECTIONS, a TIME-LIMITED MAJOR MAINTENANCE
SCHEDULE, and a CONTINUOUS INSPECTION PROGRAM along with procedures for UNSCHEDULED
MAINTENANCE CHECKS. This program has been developed to enable the owner/operator to accomplish
inspections and maintenance on a progressive basis in accordance with 14 CFR Part 91.409 (f) (3).
The Textron Aviation Inc. approved inspection program for aircraft contained in the chapter is specifically
for the Model 1900D Airliner. Any variation to the inspection program must be approved in writing by the
FAA Flight Standards District Office (FSDO), or Airworthiness Authority. The inspection program meets
the requirement of both 14 CFR Part 91 and 14 CFR Part 135.
NOTE: A flight cycle is defined as: Engine start-up and increase to full or partial power (as required
during a normal flight), one landing gear retraction and extension and a complete shutdown.
The inspection program in this chapter is based on numbers of flight hours, cycles of operation or
calendar time. The basis for calendar-time-limited inspections is the date on the "ORIGINAL STANDARD
AIRWORTHINESS CERTIFICATE", FAA Form No. 8100-2, which is issued with a new airplane.
Additionally, Textron Aviation Inc. recommends that operators record the number of cycles experienced
on individual components for purposes of complying with inspections based on cycle count. Hobbs meter
time or airplane log sheets can be used for determining when inspections and maintenance based on
flight hours will be due. However, the method chosen for recording flight hours should remain constant
throughout the life of the airplane.
The times in this inspection program have been established only as a guideline to give the owner/operator
a benchmark from which to begin the program. The service history or fleet experience of a particular
operation may indicate that departure from the times in this chapter would be advantageous. If, however,
changes to a previously approved program are desired, they must be submitted to the FSDO for approval.
All inspections listed in this chapter should be accomplished with reference to this Maintenance Manual
and the appropriate supplier maintenance publications. Maintenance information on most of the major
components of the airplane is contained in the Model 1900 Airliner Series Component Maintenance
Manual.
A. Inspection Program
The Model 1900D Airliner inspection program has been developed to enable an owner/operator to
accomplish inspections and maintenance on an on-going basis in accordance with 14 CFR Part 91.409
(f) (3). A complete inspection cycle is 1,200 hours or 24 months. The inspection cycle is divided into six
Detailed Inspections and each inspection cycle is done at 200 hours with each consecutive Detailed
Inspection 200 hours after the previous inspection. The Detailed Inspections provide a thorough
inspection of specific components and systems and occur at 200-hour intervals.
For newly added items, as an example; A new inspection requirement added to the second 200-hour-
Interval Detailed Inspection need not be accomplished until the next scheduled second 200-hour-
Interval Detailed Inspection, unless otherwise stated .
05-00-00 Page 1
BEECHCRAFT®
MAINTENANCE MANUAL
B. Special Conditions Cautionary Notice

Extremely high utilization airplanes and/or airplanes operated in extreme climates may need more
frequent inspections for wear, corrosion, and lubrication. The periodic inspections in this chapter
should be accomplished until the owner/operator can establish his own inspection periods based on
experience or another program which has had prior approval.
NOTE: The time periods listed in this chapter do not constitute a guarantee the item will reach
the period without malfunction as the aforementioned factors cannot be controlled by
the manufacturer.
C. Time-Limited Inspections
This subchapter lists items that are subject to a thorough inspection based on flight hours, cycles of
operation or calendar time. These TIME-LIMITED INSPECTIONS do not meet the criteria established
for more detailed and frequent inspections listed in the CONTINUOUS INSPECTION PROGRAM
subchapter. The first TIME-LIMITED INSPECTION of an item must be accomplished not later than
the period stated in this subchapter unless prior experience indicates otherwise. Discrepancies noted
and corrective action taken during these TIME-LIMITED INSPECTIONS should be recorded in the
appropriate airplane records.
Requirements added to the TIME- LIMITED INSPECTIONS, TIME-LIMITED MAJOR MAINTENANCE
SCHEDULE or the CONTINUOUS INSPECTION PROGRAM, need not be complied with immediately.
Unless otherwise directed by relevant Communique or Service Bulletin.
A new requirement added to the TIME-LIMITED INSPECTIONS need not be complied with until one
year from the date the new requirement was published, unless otherwise stated.
For example a new inspection requirement added to the second 200-hour-Interval Detailed Inspection
need not be accomplished until the next scheduled second 200-hour-Interval Detailed Inspection. A
new requirement added to the TIME-LIMITED INSPECTIONS that specifies a 12 month inspection
interval may be introduced using a reasonable phase in schedule.
D. Time-Limited Major Maintenance
The subchapter under this heading is a MAJOR MAINTENANCE SCHEDULE. This schedule
lists components of the Model 1900D Airliner which require periodic major maintenance. The
first Major Maintenance of an item must be accomplished not later than the period stated in this
subchapter unless prior experience indicates otherwise. The components listed may require
complete replacement or major repair based on numbers of flight hours, cycles of operation or
calendar time applicable to the particular component. If more frequent checks or servicing of one
or more of these components are necessary, these additional requirements will be listed in the
CONTINUOUS INSPECTION PROGRAM.
E. Continuous Inspection Program
The Textron Aviation Inc. recommended CONTINUOUS INSPECTION PROGRAM provides a
means of inspecting and maintaining the aircraft on a 50- and 200-hour basis. Routine inspections
and servicing are conducted every 50 hours of operation. A Detailed inspection of specific areas
and systems of the aircraft is conducted every 200 hours for a period of 1,200 hours. Work sheets
are provided at the end of the Routine and each Detailed Inspection to record discrepancies and
corrective actions taken. At the end of each 1,200-hour cycle the owner/operator will have performed
a complete inspection of the entire airplane. Although the times of Routine and Detailed inspections
may be altered, each item should be accomplished as stated in the CONTINUOUS INSPECTION
PROGRAM. A detailed preamble to this subchapter is included and should be read and understood
before beginning the CONTINUOUS INSPECTION PROGRAM.
F. Unscheduled Maintenance Checks - Maintenance Practices
This subchapter is assembled in table form to allow a technician to perform checks for damage after
operating the aircraft in conditions which could require unscheduled maintenance. Specific conditions,
such as lightning strikes, turbulent air penetration and hard landings etc., are included. Inspection
instructions are included for each of the conditions listed.
05-00-00 Page 2
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BEECHCRAFT®
MAINTENANCE MANUAL
MAJOR MAINTENANCE SCHEDULE - INSPECTION/CHECK
1. Schedule
NOTE: Items not listed are to be repaired or replaced when necessary. If items are worn, inoperative,
inaccurate, intermittent and are not repairable through normal maintenance practices, they
must be overhauled or replaced.
A. Chapter 21 - Environmental Systems
ITEM INSPECTION REQUIREMENTS

1. Cabin Temperature Controller(Blower Motor) On condition. Repair or replace if it becomes
inoperative.
2. Air Cycle Machine Bypass Valve On condition. Repair or replace if it becomes
inoperative.
3. Vent Blower Assembly (Evaporator) On condition. Repair or replace if it becomes
inoperative.
4. Air-Conditioner Condenser Coil On condition. Repair or replace if it becomes
inoperative.
5. Air-Conditioner Evaporator Coil On condition. Repair or replace if it becomes
inoperative.
6. Air-Conditioner Condenser Blower On condition. Repair or replace if it becomes
inoperative.
7. Air Cycle Machine - Heat Exchanger On condition. Clean heat exchanger at intervals
noted in Hamilton Sundstrand Service Bulletin
SB21-2095.
B. Chapter 23 - Communications

1. Cockpit Voice Recorder On condition. Repair or replace if it becomes
inoperative. Refer to Chapter 23 of the Model 1900
Airliner Series Component Maintenance Manual.
C. Chapter 24 - Electrical Power

1. Airplane Battery On condition. Inspect and service. Refer to battery
manufacturer's information or Chapter 24 of the
Model 1900 Airliner Series Component Maintenance
Manual.
D. Chapter 28 - Fuel System

1. Fuel Cross-Transfer Valve On condition. Repair or replace if leaks or improper
operation is observed.
2. Firewall Shutoff Valve On condition. Repair or replace if leaks or improper
E. Chapter 32 - Landing Gear
05-11-00 Page 601

BEECHCRAFT®
MAINTENANCE MANUAL

1. Actuator, Nose Gear On condition. Repair or replace if hydraulic leakage
is noted anywhere except for the rod end seal which
is allowed one drop per 25 cycles1 or from the vent
hole of the lock indicator switch which is allowed 2
drops per 25 cycles1.
AIRIGHT/APPH - (Ref. 05-10-00).
TACTAIR/PHOENIX CONTROLS - On condition.
Repair or replace if hydraulic leakage is noted
anywhere except for leakage past the rod seal
exceeding one drop per 25 cycles1 or leakage from
the vent hole of the lock indicator switch exceeding
two drops per 25 cycles1.
2. Actuator, Main Gear AIRIGHT/APPH - (Ref. 05-10-00).
TACTAIR/PHOENIX CONTROLS - On condition.
Repair or replace if hydraulic leakage is noted
anywhere except for leakage past the rod seal
exceeding one drop per 25 cycles1 or leakage from
the vent hole of the lock indicator switch exceeding
two drops per 25 cycles1.
FRISBY/TRIUMPH ACTUATION SYSTEMS (Ref.
05-10-00) - On condition. Repair or replace if
hydraulic leakage is noted anywhere except for
leakage past the rod seal exceeding one drop per
25 cycles1 or leakage from the vent hole of the lock
indicator switch exceeding two drops per 25 cycles1.
3. Main Gear Brake Master Cylinder On condition. Repair or replace if leaks or improper
4. Hydraulic Accumulator Assembly On condition. Repair or replace if leaks or improper
5. Hydraulic Landing Gear Service Valve. On condition. Repair or replace if leaks or improper
6. Antiskid Control Valve On condition. Replacement of major system
components should be followed by a thorough
functional test.
7. Hydraulic Power Pack Assembly On condition. Repair or replace if leaks or improper
8. Hydraulic Landing Gear Hand Pump On condition. Repair or replace if leaks or improper
9. Main Gear Brakes On condition. (Ref. Chapter 32-40-03) of the Model
1900D Airliner Maintenance Manual for limits.
10. Power Steering Actuator On condition. Repair or replace if leaks or improper
11. Power Steering Pump and Motor Assembly On condition. Repair or replace if leaks or improper
12. Main Wheel For inspection and repair refer to Chapter 32 of the
Component Maintenance Manual. For Inspection
and Overhaul Schedules refer to the Aircraft Braking
Systems (ABS) Wheel Service Letter GS-SL-36.
05-11-00 Page 602

BEECHCRAFT®
MAINTENANCE MANUAL

13. Nose Wheel For inspection and repair refer to Chapter 32 of the
Component Maintenance Manual.
14. Wheel Bearing Inspect and lubricate at tire change (Ref. Chapter
12-20-00, WHEEL BEARING LUBRICATION).
(Bearing P/N 13889, should be replaced at 900 hours
ONLY when installed on the main wheel assembly).
15. All Landing Gear Hoses. On condition. Replace when cracked, leaking or
deteriorated.
F. Chapter 71 - Power Plant

1. Engine Vibration Isolator Mounts On condition. Refer to Chapter 71 of the Model 1900
Airliner Series Component Maintenance Manual as
per the Second and Fifth 200-Hour -Interval Detailed
Inspections.
G. Chapter 73 - Engine Fuel and Control

1. Engine-Driven Fuel Boost Pump On condition. Repair or replace if leaks or if improper
H. Chapter 77 - Engine Indicating

1. Fuel Flow Transmitter On condition. Repair or replace if leaks or if improper
I. Chapter 79 - Oil

1. Oil Cooler On condition. Replace when contaminated.
2. Teflon P/N 124J003-8CR-0095, Oil Drain On condition. Replace when cracked, leaking or
Hose LH Engine deteriorated.
3. Teflon P/N 124J002-8CR-0111, Oil Drain On condition. Replace when cracked, leaking or
Hose RH Engine deteriorated.
4. Teflon P/N 124J002-12CR-0290, Oil Inlet On condition. Replace when cracked, leaking or
Cooler deteriorated.
5. Teflon P/N 124J002-12CR-0414, Oil Outlet On condition. Replace when cracked, leaking or
Cooler deteriorated.
1
A flight cycle is defined as: Engine start-up and increase to full or partial power (as required during
normal flight) one landing gear retraction and extension and a complete shutdown.
05-11-00 Page 603

BEECHCRAFT®
MAINTENANCE MANUAL
SCHEDULED MAINTENANCE CHECKS (CONTINUOUS INSPECTION PROGRAM) - INSPECTION/CHECK
1. General
The owner or operator is ultimately responsible for maintaining the airplane in an airworthy condition,
including compliance with all applicable Airworthiness Directives as specified in Title 14 of the Code of
Federal Regulations (CFR) Part 39, or as specified by the directives of the national aviation authorities.
The owner or operator should select only qualified personnel to maintain the airplane, and ensure that the
airframe and power plant mechanic inspecting the airplane has access to all necessary manuals and
service information as well as to an approved inspection guide.
It is further the responsibility of the owner or operator to ensure that the airplane is inspected in conformity
with the requirements covered in 14 CFR Part(s) 91.409 (f) (3), 121.367, 125.247 or 135.419 of the Code
of Federal Regulations or as specified by the directives of the national aviation authorities. These CFR
Parts cover the requirements concerning approved airplane inspection programs. Textron Aviation
Inc. (TAI) has prepared this Continuous Inspection Program to assist the owner or operator in meeting
the foregoing responsibilities.
It is the responsibility of the owner or operator to obtain specific FAA (or national aviation authority),
approval for the continuous inspection program the owner or operator adopts.
NOTE: When warranted by service experience or engineering recommendations, an approved

maintenance program, including the inspection intervals, may be changed at any time with
prior notification and approval of the local FAA Flight Standards District Office (FSDO)
or as required by the national aviation authority.
TAI publishes recommended inspection requirements and maintenance schedules for the airframe of
your airplane. Remember that maintenance requirements and schedules for some supplier furnished
components, such as engines, propellers, avionics, cabin heaters, and other airplane equipment, are
separately stated in their respective supplier maintenance manuals. Have your maintenance personnel
review the equipment installed on your airplane and ensure that current, up-to-date supplier maintenance
publications and manuals are available and all required maintenance is scheduled and performed.
This Continuous Inspection Program is provided to enable the owner/operator to inspect and maintain
the airplane on a continuous basis. Included in the program are a Routine Inspection and six Detailed
Inspections. A sequence of conducting the program along with suggested times are discussed later. The
times and sequence are recommendations and may be altered to suit a particular operation. While this
program may be used as an outline, detailed information of the many systems and components in the
airplane will be found in the various chapters/sections of the maintenance manual and the pertinent
supplier publications. It is also recommended that reference be made to the applicable maintenance
handbooks, service instructions, applicable FAA (or national aviation authority) Regulations, Publications,
and supplier's specifications for torque values, clearances, settings, tolerances, and other requirements.
This program is not intended to be all-inclusive, for no such program can replace the good judgement of a
certified airframe and power plant mechanic in the performance of his duties.
NOTE: In addition to the inspections prescribed by this schedule, the altimeter instrument and static
system and all ATC transponders MUST be tested and inspected at 24 month intervals or
anytime the system is opened in compliance with the requirements specified in 14 CFR Part(s)
91.411 and 91.413 or as specified by the directives of the national aviation authority.
Information contained herein is applicable to all Model 1900D Airliner airplanes except where
differences are indicated by serial number effectivity.
A. Special Conditions Cautionary Notice
05-20-00 Page 601

BEECHCRAFT®
MAINTENANCE MANUAL
Extremely high-utilization airplanes and/or airplanes operated in extreme climates may need more
frequent inspections for wear, corrosion, and lubrication. Under these conditions, the items listed
in this program should be accomplished as outlined until the owner/operator can establish his own
inspection periods based on experience or another program which has had prior approval. Engine
power and performance runs should be tailored to each operation to achieve reliable, cost-effective
maintenance. Depending on the maintenance performed and components replaced, a GROUND
PERFORMANCE CHECK (Ref. Chapter 76-10-02) may be required in lieu of the normal Inspection
Run. Refer to the applicable maintenance procedures.
NOTE: The time periods in this schedule do not constitute a guarantee the item will reach the
period without malfunction as the aforementioned factors cannot be controlled by the
manufacturer.
WARNING: It is recommended only parts obtained from sources approved by

Textron Aviation Inc., be used in connection with the maintenance
and repair of Textron Aviation Inc. airplanes.
WARNING: Genuine Textron Aviation Inc. parts are produced and inspected
under rigorous procedures to insure airworthiness and suitability
for use in Textron Aviation Inc. airplane applications. Parts
purchased from sources other than those listed, even though
outwardly identical in appearance, may not have the required
tests and inspections performed, may be different in fabrication
techniques and materials, and may be dangerous when installed
in an airplane.
WARNING: Salvaged airplane parts, reworked parts obtained from sources

not approved by Textron Aviation Inc. or parts, components or
structural assemblies, the service history of which is unknown or
cannot be authenticated, may have been subjected to unacceptable
stresses or temperatures or have other hidden damage, not
discernible through routine visual or usual nondestructive testing
techniques. This may render the part, component or structural
assembly, even though originally manufactured by Textron
Aviation Inc., unsuitable and unsafe for airplane use.
WARNING: Textron Aviation Inc. expressly disclaims any responsibility for

malfunctions, failures, damage or injury caused by use of parts not
approved by Textron Aviation Inc.
WARNING: Any maintenance requiring the disconnect and reconnect of flight

identification of each side of the component being disconnected
to facilitate correct reassembly. At or prior to disassembly,
components should be color coded, tagged or properly identified
in a way that it will be obvious how to correctly reconnect the
components. After recondition of any component, remove all
identification tags. Check all associated systems for correct
function prior to returning the airplane to service.
B. Continuous Inspection General Information
(1) Purpose and Use
05-20-00 Page 602

BEECHCRAFT®
MAINTENANCE MANUAL
The TAI recommended Continuous Inspection Program is provided to maintain the Model 1900D
Airliner airplanes that are utilized by owners and operators on a continuous basis. Should the
owner/operator elect to use the TAI recommended program, the complete program must be
accomplished at least one time every 24 calendar months.
The complete inspection program for each airplane is divided into several parts consisting of a
Routine Inspection of the airplane every 50 hours of service time and a Detailed Inspection of
a portion of the airplane every 200 hours of service time, thus providing a complete inspection
of the airplane every 1,200 hours. The 50-hour or 200-hour interval between performance of
the procedures here must not be exceeded by more than 10%. Any extension of either the 50-
hour or 200-hour interval must be subtracted from the following 50-hour or 200-hour interval as
appropriate, with no time extension permitted. This method will provide greater availability of the
airplane during normal operating hours without sacrificing the quality desired during maintenance
and inspection periods.
(2) Definitions
The terminology pertaining to the inspection procedures and their use as explained in this manual
are in accordance with Code of Federal Regulations, Parts 1, 43 and 91, issued by the Federal
Aviation Administration. These terms are defined as follows:
Continuous Inspection - A continuous inspection is a continuing airworthiness inspection of
an airplane and its various components and systems at scheduled intervals in accordance with
procedures prescribed by the Administrator of the Federal Aviation Administration.
Detailed Inspection - Detailed inspection consists of a thorough examination of the appliances,
the airplane and components and systems with such disassembly as necessary.
Flight Time - Flight time shall mean the total time from the moment the airplane first moves
under its own power for the purpose of flight until the moment it comes to rest at the next point
of landing (Block-to-block time).
Maintenance - Means inspection, overhaul, repair, preservations, and the replacement of parts,
but excludes preventive maintenance.
Pilot in Command - Pilot in command shall mean the pilot responsible for the operation and
safety of the airplane during the time defined as flight time.
Preventive Maintenance - Means simple or minor preservative operations and the replacement
of small standard parts not involving complex assembly operations.
Routine Inspection - Routine inspection consists of visual examination or check of the
appliances, the airplane and its components and systems insofar as is practicable without
disassembly.
Time in Service - Time in service, as used in computing maintenance and inspection time
records, is the time from the moment the airplane leaves the ground until it touches the ground
at the end of the flight.
(3) Forms and Records
The forms and records used with the Continuous Inspection Program consist of a Routine
Inspection form, six separate 200-Hour Interval Detailed Inspection forms, Continuous
Inspection Work Sheets and In-Flight Work Sheets.
Routine Inspection Work Sheet - This Work Sheet lists the airplane components which are to
be checked at each 50-flight-hour interval of service time. At each 200-Hour Interval Inspection,
this form will be completed in addition to the 200-Hour Interval Detailed Inspection form.
200-Hour-Interval Detailed Inspection Form - Six separate and individual 200-Hour Interval
Detailed Inspection forms are used with the Continuous Inspection Program. Each form covers
only one portion of the airplane and is designated as 1st, 2nd, 3rd, 4th, 5th or 6th 200-Hour
Interval Detailed Inspections. Completion of the 6th of the 200-Hour Interval Detailed Inspection
will provide a complete airworthiness inspection of the airplane.
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Continuous Inspection Work Sheet - This form is used in conjunction with each of the
inspection forms to provide a list of all discrepancies which are found during the inspection and
their corrective action.
In-Flight Work Sheet - Copies of this Work Sheet are to be kept in the airplane and will be used
by the pilot in command to list any discrepancy which occurs during a flight. When the flight is
completed, this form will then be forwarded to the Maintenance Shop for proper disposition.
If the Continuous Inspection Program is discontinued, written notification must be sent to the
local FAA Flight Standards district office or as specified by the national aviation authority.
C. Inspection Procedures
(1) Routine Inspections (50-Hour Intervals)
A Routine Inspection of the airplane shall be conducted each 50 hours of time the airplane is
in service. This inspection consists mainly of a visual inspection of the major components of
the airplane so that the general condition of the engine and propeller can be checked. This
inspection may be conducted by persons qualified to do preventative maintenance. Refer to
Chapter 5-20-01 for complete instructions for conducting routine inspection.
(2) Detailed Inspections (200-Hour Intervals)
Six separate Individual Detailed Inspections of the airplane are required to accomplish one
complete inspection. Only a portion of the airplane's components or systems are inspected
at each 200-hour interval, thus accomplishing a complete inspection of the airplane once every
1,200 hours of time in service. Items requiring attention at periods of less than 1,200 hours are
duplicated on the appropriate Detailed Inspection form. These inspections are to be conducted
by a properly qualified mechanic or someone under their supervision. Complete instructions for
conducting the 1st through 6th Detailed Inspections are contained in Chapters 5-20-02, 5-20-03,
5-20-04, 5-20-05, 5-20-06 and 5-20-07.
D. Discrepancies
Discrepancies found on the airplane during an inspection will be listed on the Continuous Inspection
Work Sheet. Two lines are provided on the work sheet for each item. The discrepancy will be entered
on the top line of the entry space, and the corrective action which is taken will be noted on the bottom
line. If more than one line is required to state the discrepancy, as many entry spaces as are necessary
may be used. The same method should be used for corrective action explanations which require more
than one line, except the bottom lines of the extra spaces will be used. Each separate entry on the
sheet will be numbered in the ITEM block 1, 2, 3, 4, etc. As many work sheets as necessary will be
used to list all discrepancies with the entry numbers in the ITEM block continuing in sequence on each
of the additional pages. All discrepancies listed must be corrected before the work sheet is routed to
the airplane file.
Discrepancies that affect the airworthiness of the airplane will require the necessary corrective action
to be accomplished before the airplane is returned to service.
Discrepancies that do not affect the airworthiness of the airplane may, at the discretion of the
maintenance crew chief, be carried over to the next inspection period. All discrepancies thus carried
over will be retained in the Shop File until corrected, and will also be reflected on the Shop Status
and Scheduling Board.
Discrepancies which occur during a flight will be entered on the In-Flight Work Sheet by the pilot in
command or other responsible person. At the end of the flight this work sheet is then submitted to the
responsible person in the Transportation Maintenance Department or local equivalent.
E. Away-From-Station Requirements
Away-From-Station Inspection. If the airplane is to be away from the home location at the time an
inspection is due, the pilot in command of the flight will take with him all forms which will be required
for the inspection and a copy of this manual. The detailed inspection will be conducted or supervised
by one of the following:
1. A certified airframe repair station.
2. An appropriately rated certified mechanic with inspection authorization.
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The results of the inspection will be noted on the proper forms which are then brought back to the home
location. The pilot will be responsible for all inspection forms and work sheet entries with inspectors
and/or mechanics signature and identification.
Away-From-Station Discrepancies. Discrepancies affecting the airworthiness of the airplane, when
the airplane is away from the local station, will be corrected by one of the following:
1. A certificated airframe repair station.
2. An appropriately rated certified mechanic.
The discrepancy and the corrective action taken is to be listed on the In-Flight Work Sheet. The
pilot will be responsible for all work sheet entries with mechanic's and/or inspector's signature and
identification.
2. Continuous Inspection Schedule

A. General Information
The Continuous Inspection Schedule Chart in Table 601 on the following pages lists the major
components of the airplane which require periodic inspections. For maintenance items, see the
Major Maintenance Schedule list in Chapter 5-11-00.
Table 601. Continuous Inspection Schedule Chart
Inspection RTN 1st 2nd 3rd 4th 5th 6th

A. General
Service Bulletins, X
Compliance Check
Switches, Knobs and X
Circuit Breakers
Work Sheet X
Discrepancies
B. Chapter 11 - Placards
Placards X X X X X X
C. Chapter 12 - Lubrication and Servicing
Airplane Lubrication X X X X X X
Oxygen System X
Pressure
D. Chapter 21 - Environmental
Air Cycle Machine, X X
Fog Nozzle and Filter
Air Cycle Machine X X X
Oil Change
Bleed Air X X X X X X
Overpressure Check
Bleed Air X X X X X X
Overtemperature
Check
Blower, Air X X
Conditioning
Condenser
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Table 601. Continuous Inspection Schedule Chart (continued)

Compressor Drive X X
Belts
Compressor Drive X X
Quill Shaft
Compressor, X
Refrigerant
Condenser, Air X X
Conditioning
Evaporator Blower X X
Filter, Pressurization X
Controller
Filter, Evaporator X X X X X X
Lines and Service X
Valves, Refrigerant
Outflow Valves X
Pneumatic Relay X
Filter
Pressurization X
Controller
Pressurization X X X
System
Pressurization X X
System Drain Valve
Refrigerant Level X
Refrigerant Lines X
and Service Valves
Temperature X
Controller and Filter
Vapor Cycle System X X X
E. Chapter 23 - Communications
Radio Equipment X
Static Dischargers X X
F. Chapter 24 - Electrical Power
Electrical X
Equipment, Flight
Compartment
Electrical Wiring and X
Equipment, Cabin
Equipment, Power
Plant
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Equipment, Wing
Electrical, Main and X
Nose Gear
External Power X X X X X X
Inverter System X X X X X X
Starter-Generator, X X X
Brushes
Starter-Generator, X X X
Operational Check
G. Chapter 25 - Equipment and Furnishings
Cleanliness, Flight X
Compartment and
Cabin
Emergency and X
Survival Equipment
Seat Belts X
Seat Tracks X
Seats X
Underwater Locator X X X
Device (ULD)
H. Chapter 26 - Fire Protection
Fire Detector Loop X
Fire Extinguisher, X
Engine
Fire Extinguisher, X X
Lavatory
I. Chapter 27 - Flight Controls
Aileron and Tab X
Aileron Quadrant X
Control Column X
Flaps and Actuators X
Flaps, Motor and X
Drives and Flex
Shafts
Flight Control X X X
Components, Cables
and Pulleys
Flight Controls X X X X
Rudder Pedals and X
Arms
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Visual Damage, X
Control Surfaces
Visual Damage, X
Fuselage,
Empennage, Wings
J. Chapter 28 - Fuel
Boost Pumps X X X
Fuel Boost Pumps X X
Fuel Filler Cap X
Fuel Filters and X X
Screens
Fuel Purge System X
Fuel Tanks, Vents, X
Valves and Pumps
Fuel Valve, X
Antisiphon
Fuel Valve, X X X
Cross-Transfer
Fuel Valve, Firewall X X X
Shutoff
K. Chapter 30 - Ice and Rain Protection
Deicer, Propeller X X X X X X
Deicer Boots, X
Empennage
Deicer Boots, Wing X
Deicer Distributor X
Valve
Pitot and Stall X
Warning Heat
Propeller Deicer X X X X X X
Surface Deicers X X X
L. Chapter 31 - Indicating and Recording Systems
Plumbing and X
Wiring, Instrument
M. Chapter 32 - Landing Gear
Actuator, Main Gear X
Actuator, Nose Gear X
Brake Deicer X
Brakes X X X
Brakes, Antiskid X X
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Drag Brace X
Drag Leg, Main Gear X
Filter, Pressure X
Equalization
Landing Gear, Doors X
and Linkage
Landing Gear, X
Emergency
Extension
Landing Gear, Hoses X
Landing Gear, X X
Hydraulic Power
Pack
Landing Gear, X
Hydraulic Power
Pack Filters and
Screens
Landing Gear, Power X
Pack, Hydraulic Fluid
Level Sensor
Landing Gear, X
Position Indicators
Landing Gear, X
Retract Mechanism
Landing Gear, Safety X
Switch
Landing Gear, X
Warning Horn
Filter, Hydraulic X
System Bleed Air
Orifice, Pressure X
Equalization
Power Steering X X
System Filter
Power Steering X
Actuator, Pump and
Motor
Shimmy Damper (if X X
installed)
Shock Struts, Main X X
and Nose Landing
Gear
Steering Linkage X
Hoses, All X X
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N. Chapter 33 - Lights
Lights, All X
O. Chapter 34 - Navigation & Pitot Static
EFIS (if installed) X X X X X
Pitot and Static X X X X X
System
Static Ports, Aft X
Fuselage
Static Source, X
Alternate
P. Chapter 37 - Vacuum
Filter, Instrument Air X X
Filter, Vacuum X X X X X X
Regulator Valve
Vacuum System X X X
Q. Chapter 52 - Doors
Access Panels, X X X X
Security and
Attachment
Avionics Doors, X
Fasteners, and Seals
Door, Nose X
Doors, Entrance - X
Cargo - Emergency
R. Chapter 53 - Fuselage
Control Cable Seals, X
Aft Fuselage
Control Cable Seals, X
Cabin
Drain Valves, Belly X
Instrument Panel X
Plumbing and Wiring
Plumbing, Aft X
Fuselage
Skin, Fuselage X
Skin, Nose Section X
Structure, Cabin X
Structure, FWD L/H X
Center Section
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Structure, FWD R/H X
Center Section
Structure, Nose X
S. Chapter 55 - Stabilizers
Drains, Ventral Fin X
and Aft Fuselage
Skin, Aft Fuselage X
and Empennage
Structure, Aft X
Fuselage and
Empennage
T. Chapter 56 - Windows
Side Windows X
Windows, Cabin X
Windows, Flight X
Compartment
Windshield Tab X X
Windshield Weather X X X X X X
Seal
U. Chapter 57 - Wings
Plumbing and X
Wiring, FWD R/H
Center Section
Plumbing, FWD LH X
Center Section
Plumbing, Leading X
Edge and Nacelle
Plumbing, Wing X
Skin, Wing X
Structure, Wing X
V. Chapter 61- Propellers
Autofeather Relays, X X X
Dump Solenoids,
and Pressure
Switches
Propeller Governor X X X
Propeller X X X
Synchrophaser
Propellers X X
Accessories, Engine X X
W. Chapter 71 - Power Plant
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Auto-Ignition X
Condition Levers X X X X X X
Drain Plugs, Power X
Plant
Engine Chip X X
Detector Cleaning
Engine Control X
Levers
Engine Controls X X X X
Engine Cowling X X
Engine Fuel Pump X
Filter and Screens
Engine Ground X
Performance Check
Engine Ground X X X X X
Inspection Run
Engine Mount Truss X
Engine Oil Cooler X X
Engine Oil Tank X
Engine Oil X X X
Temperature and
Pressure
Engine Vibration X X
Isolator Mounts
Engines X
Exhaust System X
Filter, Engine Oil X X X X X X
Fuel Nozzle X X X
Hoses, All X
Igniter Plugs X X X X X X
Ignition Exciter X
Induction System X
Inertial Anti-Icer X
Oil Cooler X
P3 Air Filter X
Plumbing, Power X
Plant
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ROUTINE INSPECTION - INSPECTION/CHECK
1. General
A. Forms Required
(1) Model 1900D Airliner Routine Inspection.
(2) Continuous Inspection Worksheet.
NOTE: The Model 1900D Airliner Routine Inspection form will be used for all Routine
Inspections whether the inspections are conducted at 50-Hour intervals or in
conjunction with a 200-Hour Detailed Inspection.
B. Reference Material
(1) Model 1900 Airliner Series Component Maintenance Manual.
(2) Model 1900D Airliner Wiring Diagram Manual.
(1) Fill out the heading on each form in its entirety.
(2) The mechanic checks each item on the inspection form and initials the form in the spaces
provided.
(3) List all discrepancies found during the inspection on the Continuous Inspection Worksheet.
(4) When the inspection is complete, the mechanic, crew chief and the Quality Control Inspector
will sign the INSPECTION COMPLETED block at the end of the inspection sheet.
NOTE: Any repairs made during the Routine Inspection will be noted on the Continuous
Inspection Worksheet and attached to the completed Routine Inspection Form.
Maintenance, other than preventive maintenance, will be signed off by the mechanic
and Quality Control Inspector. Only the inspection mechanic's initials will be
required on work classified as preventive maintenance.
Corrosion detected while performing this routine inspection may be treated in accordance
with Chapter 20-09-00.
2. Routine Inspection Procedures
Inspection Date: Airplane Serial:

Airframe Hrs: Airframe Cycles:
L Engine Hrs: L Engine Cycles:
R Engine Hrs: R Engine Cycles:
LH Engine Power Module S/N:
RH Engine Power Module S/N:
LH Engine Gas Generator S/N:
RH Engine Gas Generator S/N:
A. Airframe
Table 601. Model 1900D Airliner Series Routine Inspection
Complete Steps 1 thru 18. Mechanic Inspector
1. All in-flight work sheet discrepancies cleared.

2. Check Service Bulletins for compliance as required.
3. Check cabin and flight compartment for cleanliness
and visualdamage.
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Table 601. Model 1900D Airliner Series Routine Inspection (continued)

4. Check fuselage, empennage and wings for scratches,

paintblistering, corrosion, missing fasteners and visual
damage.
a. Check stall strips for security of attachment.
b. Check vortex generators for damage and security
ofattachment.
5. Check all control surfaces for security, scratches, paint
blistering, corrosion and visual damage.
6. Check all access plates for presence, security,
scratches, paintblistering, corrosion and visual
damage.
7. Check main and nose landing gear and shock struts
for damage,corrosion, attachment and leaks. Deflate
struts and check fluidlevel if leaks are evident. Check
for leaks in hydraulic retractionand power steering
system, if installed.
8. Inspect the nose landing gear shimmy damper (on
airplaneswithout power steering only) for leaks,
corrosion, correct fluidlevel and security of attachment.
Service if necessary(Ref. Chapter 32-20-03).
9. Inspect brakes for wear (Ref. Chapter 32-40-03).
Check brakesfor security of mounting and leaks.
Check brake reservoir fluidlevel and fill (Ref. Chapter
12-10-00).
10. Check oxygen system pressure (Ref. Chapter
12-10-00).
11. Check tires for wear, deterioration and correct
inflation(Ref. Chapter 12-10-00).
12. Visually check all lights for illumination. Replace
allnon-illuminating bulbs, flashtubes and/or broken
lenses etc.
13. Check flight compartment switches, knobs and circuit
breakers for looseness and operation.
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Table 601. Model 1900D Airliner Series Routine Inspection (continued)

WARNING: When testing the heater function of

the pitot mast, use extreme caution
as the surface can cause burns.
Prolonged operation of the anti-ice
function in still air could damage the
pitot mast; therefore, it is imperative
that the pitot heat be turned off
immediately after the heat test.
14. Check pitot heaters for operation by watching for
a loadmeterneedle deflection when the control is
switched on with minimumelectrical load established
and LH and RH annunciatorsextinguished. Clean as
necessary.
WARNING: When testing the anti-icing function

of the transducer vane and mounting
plate, use extreme caution as either
surface can cause burns. Prolonged
operation of the anti-ice function in
still air could damage the transducer;
therefore, it is imperative that
the transducer heat be turned off
immediately after the heat test.
15. Check the stall warning heating system operation.
Refer to thePilot's Operating Handbook. The heat
system may be checked byplacing the hand near, but
not touching, the stall warning vaneand mounting plate.
16. Check all flight controls and tabs for freedom of
operation,scratches, paint blistering, corrosion and
security of attachment.
a. Check for operation of the yaw damper by pressing
the YawDamp test switch forward or (if installed)
press and hold theYD ENG annunciator/test button
(Ref. Chapter 27-21-00).
17. Inspect the windshield wiper blades for deterioration,
cuts, etc.
18. Inspect the main landing gear actuator rods for oil,
grease,solvents, degreasers, anti-icing fluids or other
contaminantssprayed or applied to the actuator rods.
These agents will washaway the applied dry-film
lubricant on the actuator rods. Clean asnecessary.
B. Power Plant
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Complete Steps 1 thru 6 Mechanic Inspector

LH RH
1. Visually check propeller for nicks, erosion and damage.
Ifdamage exists, refer to Chapter 61-00-00 of the
Model 1900Component Maintenance Manual.
2. Check engines through front cowl, cowl doors and
accessopenings for fuel, oil and exhaust leaks and
damage.
3. Visually check oil coolers for leaks and obstruction of
air flow.
CAUTION: Do not place the power levers into

reverse unless the engine is running.
4. Check all engine controls for freedom of operation.
5. Check oil tank for correct fluid level (Ref. Chapter
12-10-00).
6. Check engine cowling and access plates for security
ofattachment, scratches, paint blistering, corrosion,
missingfasteners and damage.
C. Emergency and Survival Equipment
Complete Steps 1 thru 7 Mechanic Inspector

LH RH
1. Check first aid kit for security of attachment, integrity of
seal andexpiration date.
2. Check passenger briefing cards for cleanliness and
that one isavailable for each passenger.
3. Check flight compartment and cabin fire extinguishers
for integrityof seal, security of mounting and correct
charge.
4. Check overwater survival equipment (life vests, rafts,
etc.), ifrequired.
5. Check flight compartment instrument emergency
lighting system.Check flight compartment flashlights,
if installed.
6. Check lavatory smoke detector system (if installed) is
functional (Ref. Chapter 26-10-02).
7. Access the lavatory fire extinguisher discharge tubes
(if installed) through the vanity. Ensure the fusible alloy
plug in the end cap of each discharge tube is intact.
INSPECTION COMPLETED
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I certify that a Routine Inspection was performed in accordance with the Continuous Inspection
Program and that the airplane is approved for return to service.
CREW CHIEF________________________________________________
CONTINUOUS INSPECTION WORKSHEET

Inspection Type: Inspection Number:
Date: Model: A/C Serial:
A/C Time: A/C Cycles:
L Eng Time: L Eng Cycles:
R Eng Time: R Eng Cycles:
Item Description Mech Crew Chief Q.C.
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FIRST 200-HOUR-INTERVAL DETAILED INSPECTION - INSPECTION/CHECK
1. General
A. Forms Required
(1) First 200-Hour-Interval Detailed Inspection.
NOTE: A Routine Inspection must be conducted in conjunction with each Detailed

Inspection to comply with Continuous Inspection Regulations.
(3) Model 1900 Airliner Series Structural Repair Manual.
(4) Model 1900D Airliner FAA Approved Airplane Flight Manual.
(5) Model 1900D Airliner Pilots Operating Handbook.
(2) The mechanic checks each item on the inspection form and initials the form in the space
provided.
NOTE: Check all In-Flight Worksheets turned in since the last inspection for discrepancies
that have not yet been worked off.
(4) Each discrepancy is to be signed off by the mechanic, crew chief and a Quality Control Inspector
when the discrepancy has been corrected.
(5) In the spaces provided on the Major Maintenance Worksheet, the mechanic is to list all
components which are removed from the airplane for overhaul or replacement and the Part
Number and Serial Number of the component which is installed.
(6) The Quality Control Inspector will stamp off each item on the inspection form to complete the
inspection.
(7) When the inspection has been completed, the crew chief will sign the "INSPECTION
COMPLETED" block at the end of the inspection sheet.
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2. Detailed Inspection Procedures

NOTE: Certain items must be inspected or replaced at more frequent intervals when the airplane
is initially placed in service (Ref. 5-10-00 and 5-11-00).
Corrosion detected while performing this detailed inspection may be treated in accordance
To minimize the possibility of foreign object damage to engines, observe the following
maintenance practices:
• Ensure all loose materials (rivets, screws, safety wire, etc.) are removed from engine
cowling area after maintenance.
• Maintain clean ramp and taxi areas.
• Running at maximum power with the airplane stationary should be minimized and
done only on a clean ramp.
• Propeller reverse operation for backing the airplane should be avoided.
• Avoid operation in dust and sand storms.
• Do not operate engines in feather, except during external power starts and feather
checks.
A. Wings
Prior to beginning this inspection, the following access panels must be removed: 511, 611, 511AT,
611AT, 612BT, 531AT, 631AT, 511AB, 611AB, 512BB, 612BB, 511ET, 611CT, 511DB, 611BB, 511EB,
611CB, 512DB, 612DB, 512FB, 612FB, 512HB, 612HB, 512JB, 521BT, 621BT, 522BT, 622BT, 531AB,
631AB, 532AB, 632AB, 532HB, 632HB, 532IB, 632IB, 542JB, 642JB, 413L, 413R, 423L and 423R.
For zone and access panel locations (Ref. Chapter 6).
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Table 601. First 200-Hour-Interval Detailed Inspection

LH RH
1. Skins: Zone inspection areas: 611 thru 650, 511 thru
550.
a. Inspect skins for cracks, scratches, dents, paint
blistering, corrosion and loose or missing fasteners.
If any damage or corrosion is found, inspect the
adjacent structure.
b. Inspect the entire circumference of the aft nacelle
panel seals for deterioration, signs of compression
and reduced resilience. Compress (squeeze)
the seal and release. If the seal does not easily
compress or regain its original shape quickly,
replace the seal.
c. Inspect for evidence of chafing between the aft
nacelle fairing and the upper wing skin (Ref.
Chapter 57-90-04 of the 1900 Airliner Series
Structural Repair Manual).
2. Ailerons and Trim Tab: Zone inspection areas: 533,
543, 633 and 643.
a. Inspect skins for cracks, scratches, damage, loose
or missing rivets, paint blistering and corrosion.
b. Check ailerons for attachment, freedom of
movement, and amount of movement (freeplay).
Perform the AILERON FREEPLAY CHECK
procedure (Ref. Chapter 27-10-00). Aileron
acceptable freeplay: ±0.03 inch from zero on the
travel board scale or dial indicator.
Right Aileron Freeplay:_______(Limits: 0.06 Inch Maximum).
Left Aileron Freeplay:________(Limits: 0.06 Inch Maximum).
c. Check aileron trim tab actuator for correct direction
of travel, smoothness of travel, corrosion and
attachment.
d. Perform the AILERON TRIM TAB FREEPLAY
CHECK (Ref. Chapter 27-10-04).
Aileron trim tab freeplay:_________(Limits with outboard
push-pull rod disconnected and inboard push-pull
rod connected: ±0.053 inch).
Aileron trim tab freeplay:_________(Limits with inboard
push-pull rod disconnected and outboard push-pull
rod connected: ±0.053 inch).
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Table 601. First 200-Hour-Interval Detailed Inspection (continued)

LH RH
e. Perform the AILERON TRIM TAB FUNCTIONAL
Rotate the cockpit pedestal aileron trim control knob counter
clockwise to the full left position and verify the
aileron (left side) trim tab moves in the trailing edge
down direction. Check that the system moves
smoothly with no unusual noise or binding.
Aileron Trim Tab Travel Full Down:__________ (limit 13.5° to
16.5° tab trailing edge down).
Turn the cockpit pedestal aileron trim control knob clockwise
to the full right position and verify the aileron
(left side) trim tab moves in the trailing edge up
direction. Check that the system moves smoothly
with no unusual noise or binding.
Aileron Trim Tab Travel Full Up:___________ (limit 13.5° to
16.5° tab trailing edge up).
f. Perform the AILERON FUNCTIONAL CHECK
Check that the system moves smoothly with no unusual noise
or binding.
Move the pilot's control wheel counter clockwise and make
sure that the left aileron moves in the trailing edge
up direction.
Left Aileron Travel:___________(limit 23° to 26° trailing edge
up).
Right Aileron Travel:__________(limit 16° to 19° trailing edge
down).
Move the pilot's control wheel clockwise and make sure that
the left aileron moves in the trailing edge down
direction.
Left Aileron Travel:___________(limit 16° to 19° trailing edge
down).
Right Aileron Travel:____________(limit 23° to 26° trailing
edge up).
3. Flight Control Components, Cables and Pulleys: Panel
inspection areas: 163BTC, 171AT, 172AT, 512HB,
512JB, 612HB, 612JB, 512FB, 612FB, 512DB, 612DB,
512BB, 612BB, 532HB and 632HB.
a. Inspect control system components (pushrods,
turnbuckles, end fittings, castings, etc.) for bulges,
splits, bends, cracks and corrosion. Replace any
damaged component.
b. Check control cables, pulleys and associated
equipment for cracks, breaks, wear, attachment,
alignment, clearance, corrosion, cleanliness and
correct direction of travel. Check areas around
cables for evidence of chaffing. Replace any
damaged component. Replace cables that have
broken strands or evidence of corrosion (Ref.
Chapter 20-04-00).
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LH RH
c. Perform the AILERON WING CABLE TENSION
CHECK procedures (Ref. Chapter 27-10-03).
Record aileron cable and aileron trim cable
tensions:
TEMPERATURE:________ °F
3/16" AILERON CABLE TENSION:
LH: ________ RH: ________
1/16" AILERON TRIM TAB CABLE TENSION: __________
d. Inspect all flight control rigging pin placards for
legibility and security of attachment (if installed)
4. Flaps and Actuators: Zone inspection areas: 513, 533,
613 and 633. Panel inspection areas: 512FB, 612FB,
532IB and 632IB.
a. Inspect flap drive cables and actuators for wear,
corrosion and attachment.
b. Inspect flap skins and structure for cracks,
scratches, dents, paint blistering, corrosion and
loose or missing rivets. In addition, inspect flap
roller brackets, roller bearings and attachment
hardware for damage, corrosion and attachment.
c. Perform the LEFT AND RIGHT FLAP SAFETY
SWITCH TEST (Ref. Chapter 27-50-06).
5. Fuel Tanks, Vents, Valves and Pumps: Panel
inspection areas: 512BB, 612BB, 531AT, 631AT,
542JB, 642JB, 532AB and 632AB.
a. Inspect fuel bay access panels for corrosion, leaks.
b. Check under wing vent and wing tip fuel vents for
obstructions and erosion.
c. Check the heated vent for operation (warm to the
touch).
d. Check pumps, drain valves, firewall shutoff valves
and fuel low pressure switch for evidence of leaks
and security of attachment.
6. Fuel Filler Cap: Zone inspection areas: 512, 550, 612
and 650.
a. Check for damage, scratches, paint blistering,
corrosion and leaks.
b. Check locking mechanism for ease of operation.
Check integrity of cap lanyard.
7. Fuel Valve, Antisiphon: Zone inspection areas: 512,
550, 612 and 650.
a. Check for condition.
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LH RH
8. Electrical Wiring and Equipment: Panel inspection
areas: 612AT, 552 and 652.
a. Check for security, chafing, damage and
attachment.
9. Leading Edge and Nacelle Plumbing and Wiring:
Zone inspection areas: 521, 621, 522 and 622. Panel
inspection areas: 511, 611, 521BT, 522BT, 531AB,
621BT, 622BT and 631AB.
a. Visually check plumbing for damage, security,
leaks and corrosion.
b. Check the wiring for chafing and security of
attachment.
c. Clean the power distribution bay and inspect for
corrosion (Ref. Chapter 24-50-00 of the Model
1900 Airliner Series Corrosion Control Manual).
d. Inspect the power distribution panels and electrical
connectors for corrosion and security.
e. Clean the inverter bay and inspect for corrosion
(Ref. Chapter 24-50-00 of the Model 1900 Airliner
Series Corrosion Control Manual).
f. Inspect the inverters, inverter cooling fans, ac
circuit breakers and electrical connectors for
corrosion and security.
10. Pressure Plate: Zone inspection area: 511 and 611.
Panel inspection area: 511ET, 511EB, 611CT and
611CB.
a. Using a borescope, inspect pressure plate for
chaffing, rubbing or contact of rivet heads from the
forward wing rib. If damage is detected, repair in
accordance with Chapter 57-95-02 of the Model
1900 Airliner Series Structural Repair Manual.
b. Inspect for debris, foreign objects, corrosion and
cracks. Clean as required.
11. Air Cycle Machine: Zone inspection area: 511. Panel
inspection area: 511AB.
a. Change air cycle machine oil (Ref. Hamilton
Standard B-1900 Refrigeration Package
Maintenance Manual and Parts List in the Model
1900 Airliner Series Component Maintenance
Manual, Chapter 21).
b. Visually and aurally check the bypass valves for
operation of the actuator.
c. Check for security of mounting and obstructions of
ambient air flow across the heat exchanger (Ref.
Chapter 21-51-01).
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LH RH
12. Air Cycle Machine Fog Nozzle and Filter: Zone
inspection area: 511. Panel inspection area: 511AT.
a. Clean the air cycle machine fog nozzle and filter (if
installed) (Ref. Chapter 21-51-02).
13. Landing Gear Hydraulic Power Pack: Zone inspection
area: 511. Panel inspection area: 511AT.
a. Visually inspect area around the Hydraulic Power
Pack for leaks, corrosion, damage and security of
attachment.
14. Landing Gear Hydraulic Power Pack Bleed Air Filter:
Zone inspection area: 511. Panel inspection area:
511AT.
a. Clean filter (Ref. Chapter 32-30-06).
15. Plumbing: Zone inspection areas: 500, 600, 730 and
740. Panel inspection areas: 531AT and 631AT.
a. Visually check for leaks, chafing, damage,
attachment and corrosion.
16. Deicer Boots: Zone inspection areas: 541, 511, 611
and 641.
a. Visually check deicer boots for cracks, gaps, tears,
damage and attachment.
b. Inspect deicer boot edge sealant for looseness,
gaps and damage. Reapply as necessary.
B. FWD Right-hand Center Section

LH RH
1. Structure: Zone inspection area: 611.
a. Inspect structure for cracks, scratches, corrosion
and loose or missing fasteners.
2. Plumbing and Wiring: Zone inspection area: 611.
a. Inspect plumbing and wiring for chafing, leaks,
security and corrosion.
3. Air-Conditioning Condenser and Blower: Zone
inspection area: 611. Panel inspection area: 611AT.
a. Check the condenser, blower and associated
plumbing for leaks, damage and security of
attachment.
b. Inspect the inlet guard for security of attachment
and for broken strands.
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LH RH
c. Inspect the impeller for security to the shaft and
ease of rotation.
d. Inspect the standoffs for security and tightness.
e. Inspect the guide vanes in the blower housing
assembly for cracking, security of attachment and
corrosion.
C. Power Plant
Complete Steps 1 and 2. Mechanic Inspector

LH RH
1. Igniter Plugs: Zone inspection areas: 400.
a. Inspect the igniter plugs for condition and erosion
2. P3 FILTER Zone inspection areas: 400.
a. Clean or Replace (Ref. Pratt and Whitney
PT6A-67D Engine Maintenance Manual P/N
3038336).
b. Perform PERIODIC INSPECTIONS in accordance
with the appropriate Pratt & Whitney Maintenance
Manual, Chapter 72-00-00, Table 601, PERIODIC
INSPECTION.
3. Oil Filter: Zone inspection areas: 400.
a. Inspect the oil filter for contamination
b. Perform PERIODIC INSPECTIONS in accordance
with the appropriate Pratt & Whitney Maintenance
Manual, Chapter 72-00-00, Table 601, PERIODIC
INSPECTION.
D. General Service Items

LH RH
1. Airplane Lubrication
a. Lubricate as necessary in accordance with
the LUBRICATION SCHEDULE (Ref. Chapter
12-20-00).
2. Instrument Air Filter: Zone inspection area: 212.
a. Replace the filter (Ref. Chapter 37-00-00).
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LH RH
3. Evaporator Filters: Zone inspection areas: 153 and
173. Panel inspection areas: 153ATC and 173BTC.
a. Replace the evaporator filters (Ref. Chapter
21-52-00).
4. Pitot and Static System: Zone inspection areas: 110,
241, 242 and 262.
a. Open pitot/static test ports, LH & RH alternate
static select switches, and flight data recorder
drain valves until all moisture is drained. Close the
drains when completed.
5. Electronic Flight Instrument System (EFIS): Zone
inspection area: 248.
a. Verify operation of Electronic Attitude Director
Indicator (EADI) and Electronic Horizontal Situation
Indicator (EHSI) tube fans by listening for fan
operation. EADI and EHSI tubes must be on.
6. Vacuum Regulator Valve Filter: Zone inspection area:
812.
a. Clean or replace the filter (Ref. Chapter 37-00-00).
7. Placards
a. Verify all placards are in place and legible (Ref.
Pilots Operating Handbook, Airplane Flight Manual
and Chapter 11-20-00.
8. Access Panels
a. Check all panels removed for this inspection for fit,
attachment, scratches, paint blistering, corrosion
and visual damage.
9. Windshields
a. Inspect windshield weather seal for debonding,
cracks and wear (Ref. Chapter 56-10-00).
E. Operational Inspection

LH RH
1. Environmental Test
a. Perform the ENVIRONMENTAL OPERATIONAL
OVERPRESSURE TEST procedure (Ref. Chapter
21-11-00).
b. Perform the ENVIRONMENTAL OPERATIONAL
OVERTEMPERATURE TEST procedure (Ref.
Chapter 21-11-00).
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LH RH
2. Propeller Deicer
a. Perform the PROPELLER DEICER SYSTEM
INSPECTION procedure (Ref. Chapter 30-60-00).
3. Ground Inspection Run
Depending on the maintenance performed and components
replaced, a GROUND PERFORMANCE CHECK
procedure (Ref. Chapter 76-10-02) may be required
in lieu of this Inspection Run. Refer to the applicable
maintenance procedures.
a. Start engines and allow the oil temperature to
increase into the operating range.
b. Run engines at a minimum of 80% N1 long enough
for engine indicators to stabilize.
c. Shut down the engines and inspect for attachment
and security of all components and for oil and fuel
leaks.
4. Inverter System
a. Perform the INVERTER SYSTEM OPERATIONAL
CHECK procedure (Ref. Chapter 24-20-00).
b. Perform the INVERTER BLOWER FAN
OPERATIONAL CHECK procedure (Ref. Chapter
24-20-00).
5. Static Discharger
a. Perform the STATIC DISCHARGER INSPECTION
procedure (Ref. Chapter 23-60-00) on all wing
(aileron and wing tip) mounted static dischargers.
6. External Power: Zone inspection area: 253.
a. Check the external power relay for operation
(rotate the voltmeter select switch to the EXT PWR
position and check for external power voltage).
I certify that a Detailed Inspection was performed in accordance with the Continuous Inspection
CREW CHIEF________________________________________________
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Table 606. Inflight Worksheet (Page 1 of 2)
S/N: N Number: Date: NO.:

Flt. No. Pilot Copilot TO Time LND Time No. LND Flt. Time
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Table 606. Inflight Worksheet (Page 1 of 2) (continued)

Today's Total
Previous Total
Total
Fuel Engine Oil Cruise Condition

Type Gallon Left Right Data Left Right
O.A.T.
PA
IAS
ITT
Torque
Prop. RPM
N1 RPM
Fuel Flow
Fuel
Pressure
Oil Pressure
Oil Temp.
Discrepancy Worksheet
A/C Hrs Date Discrepancy Corrective Date Mechanic Inspector

Action
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Action
Table 608. Major Maintenance Worksheet
Replacement Part Next Overhaul

Reason for
Component Date Number Serial A/C Hours or
Replacement
Number Cycles Date
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Table 608. Major Maintenance Worksheet (continued)

Reason for
Replacement
Number Cycles Date
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SECOND 200-HOUR-INTERVAL DETAILED INSPECTION - INSPECTION/CHECK
1. General
A. Forms Required
(1) Second 200-Hour-Interval Detailed Inspection.

(3) Model 1900 Airliner Series Structural Repair Manual.
(4) Model 1900D Airliner Structural Inspection Manual.
provided.
inspection.
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NOTE: Certain items must be inspected or replaced at more frequent intervals when the airplane
is initially placed in service (Ref. 5-10-00 and 5-11-00).
Corrosion detected while performing this detailed inspection may be treated in accordance
checks.
A. Power Plant
Prior to beginning this inspection, the following access panels must be removed: 411AT, 411BB,
411CB, 411DB, 412ATC, 413L, 413R, 414L, 415R, 416R, 421AT, 421BB, 421CB, 421DB, 422ATC,
423L, 423R, 424R, 425L and 426L.
For zone and access panel locations reference Chapter 6.
Table 601. Second 200-Hour-Interval Detailed Inspection

LH RH
1. Cowling: Zone inspection areas: 400.
a. Check adjustment of latches. Inspect for cracks,
dents, paint blistering, corrosion and loose or
missing fasteners.
b. Inspect aft cowling door latches for excessive wear,
distortion or other deterioration of latch pawl tips.
2. Engine Oil Filter: Zone inspection areas: 400.
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Table 601. Second 200-Hour-Interval Detailed Inspection (continued)

LH RH
a. Inspect the oil filter for contamination. Refer to the
Pratt and Whitney PT6A-67D Engine Maintenance
Manual P/N 3041195 Chapter 72-00-00, Table 601
Periodic Inspection.
3. Engine Chip Detector Cleaning: Zone inspection
areas: 400.
a. Clean the magnetic chip detector. Refer to Chapter
72 of the Pratt and Whitney PT6A-67D Engine
Maintenance Manual.
4. Drain Plugs: Zone inspection areas: 400.
a. Check all drain plugs for security.
5. Fuel Filters and Screens:
• Zone inspection areas: 531 and 631
• Panel inspection areas: 531AB and 631AB
a. Inspect the filters and screens for contamination.
a. Inspect the igniter plugs for condition and erosion.
Refer to the Pratt and Whitney PT6A-67D Engine
Maintenance Manual and Chapter 74-00-00 of this
manual.
7. P3 Filter: Zone inspection areas: 400.
3038336).
8. Fuel Nozzles: Zone inspection areas: 400.
a. Inspect and clean the fuel nozzles using either the
"in-situ" method or by bench check. Refer to the
Manual.
b. Borescope inspect the engine hot section at this
time. Refer to the Pratt and Whitney PT6A-67D
Engine Maintenance Manual.
9. Exhaust System: Zone inspection areas: 400.
a. Inspect the exhaust system and visible portions
of the power turbine for burning, distortion, dents,
cracks and corrosion. If any are found, refer to the
Manual for corrective action.
b. Inspect exhaust stacks for cracking.
c. Inspect engine inlet heat tubes and ducts for
cracks.
10. Induction System: Zone inspection areas: 400.
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a. Inspect the air intake duct and engine inlet screen
for obstruction, cracks, scratches, paint blistering,
corrosion and security.
b. Remove the air inlet screen and inspect the
compressor inlet area, struts and first stage blades
for dirt deposits, corrosion, erosion and foreign
object damage.
11. Oil Cooler: Zone inspection areas: 400.
a. Inspect the cooler and plumbing for leakage,
12. Fire Detectors: Zone inspection areas: 400.
a. Check forward and aft fire detector loops for
condition and security. Correct any evidence of
chafing or interference with other components or
structure by repositioning the fire detector loop
clamps as required. Check fire detector loop
clamps and connectors for condition and security
13. Engine Fire Extinguishers: Zone inspection areas: 730
and 740.
a. Check pressure of supply cylinders using
the pressure gage mounted on the cylinder
(Ref. Chapter 26-20- 01, EXTINGUISHER
CARTRIDGE (SQUIB) AND SUPPLY CYLINDER
INFORMATION).
b. Visually check plumbing for leakage, corrosion and
c. Check for presence of activation voltage to the
squibs (Ref. Chapter 26-20-01, EXTINGUISHER
ACTIVATION CHECK).
14. Engine Accessories: Zone inspection areas: 400.
a. Inspect all accessories, plumbing and associated
equipment for damage, attachment, corrosion and
leakage.
15. Engine Mount Truss: Zone inspection area: 400.
a. Visually inspect the engine mount truss assembly
for cracks, scratches, corrosion, condition of paint,
chafing and dents with a 10X magnifying glass.
Refer to the "H" Check Section of the Model
1900D Airliner Structural Inspection Manual, P/N
129-590000-65.
b. Perform the ENGINE TRUSS BOLT TORQUE
16. Electrical Wiring and Equipment: Zone inspection
area: 400.
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LH RH
a. Inspect wiring and associated equipment and
accessories for damage, chafing and attachment.
17. Inertial Anti-icer: Zone inspection areas: 400.
a. Check the inertial vane and bypass door for
freedom of movement and correct travel with the
electrical actuator.
b. Inspect bypass door shock links for condition and
security.
18. Propellers
a. Inspect propellers for evidence of leakage,
damage, erosion and attachment.
b. Inspect the mechanical feedback ring, stop rods
and springs for damage and corrosion.
c. Check the clearance between the beta ring and the
metal retaining clip of the carbon block assembly.
If at any point this clearance is 0.005 inch or less
replace the carbon block.
d. Inspect the carbon block pin for freedom of
movement.
19. Autofeather/Auto-Ignition Pressure Switches
a. Check for security of attachment and correct
electrical connections.
20. Starter-Generator
a. Inspect brushes for indication of excessive
wear and damage (determine wear by
observing diagonal groove on brush). Refer to
Chapter 24-30-01 and to the Starter-Generator
Manufacturer's Maintenance Manual in Chapter
24 of the Model 1900 Airliner Series Component
Maintenance Manual.
b. Inspect inlet duct and cooling cap for cracks,
corrosion and obstruction.
21. Ignition Exciter
a. Check exciter and electrical harness for damage,
chafing and attachment.
22. Fuel Purge System
a. Check plumbing and tank for leaks and security
of attachment.
b. Perform the FUEL PURGE SYSTEM AIR FILTER
CLEANING procedure (Ref. Chapter 71-70-00).
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LH RH
c. Perform the FUEL PURGE SYSTEM CHECK
VALVE INSPECTION and the CLEANING AND
LEAKAGE TEST procedure (Ref. Chapter
71-70-00).
d. Perform the FUEL FLOW DIVIDER/PURGE
VALVE INSPECTION procedure (Ref. Chapter
71-70-00).
23. Compressor Drive Quill Shaft: Zone inspection area:
420.
a. Check for wear and damage.
b. Lubricate the spline on the pulley end of the shaft
24. Compressor Drive Belts: Zone inspection area: 420.
a. Check for cracks, shredding and wear. Check
adjustment (Ref. Chapter 21-52-02).
25. Engine Fuel Pump, Filters and Screens: Zone
inspection areas: 400.
a. Inspect the filters and screens for contamination.
Refer to the Pratt and Whitney PT6A-67D Engine
Maintenance Manual.
B. Environmental System
Complete Step 1. Mechanic Inspector

1. Temperature Controller (Quartz Rod) and Filter,
Precooler Valves and Associated Plumbing: Zone
inspection areas: 521 and 621. Panel inspection
areas: 411DB and 421DB.
a. Inspect and clean the filters in each end of the
sense line to the temperature controller (Ref.
Chapter 21-11-02).
b. Perform the PRECOOLER VALVES FUNCTIONAL
C. General Service Items
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12-20-00).
2. All Hose Assemblies: Zone inspection areas: 410,
420, 730 and 740.
a. Visually check all hose assemblies and tubes
in the engine compartment and wheel wells for
cracks, chafing, damage and leaks.
3. Antiskid Brakes (If Installed): Zone inspection area:
710.
a. Check operation, charge accumulator as required
and replace filter element (Ref. Chapter 32-41-00).
b. Remove antiskid hydraulic line/antiskid
accumulator cover and inspect for damage, cracks,
leaks, deterioration and security.
4. Power Steering (If Installed): Zone inspection area:
710.
21-52-00).
241, 242 and 262.
drain valves until all moisture is drained.
7. Electronic Flight Instrument Systems (EFIS): Zone
Indicator (EHSI) tube fans.
812.
a. Clean or replace filter (Ref. Chapter 37-00-00).
9. Pressurization System Drain Valve: Panel inspection
area: 132AT.
a. Open drain valve to remove condensation in
vacuum lines. Close drains upon completion.
10. Placards
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a. Verify all placards are in place and legible. Refer
to the Pilots Operating Handbook, Airplane Flight
Manual and Chapter 11-20-00.
11. Windshields
a. Inspect windshield weather seal for debonding,
12. Underwater Locator Device (ULD)
a. Clean the water switch on the ULD attached to the
Flight Data Recorder (Ref. Chapter 25-60-00).
b. Clean the water switch on the ULD attached to the
Cockpit Voice Recorder.
D. Operational Inspection
NOTE:
The following Operational Inspection procedures are to be
applied during start and run of the engine.

reverse unless engines are running.
1. Engine Controls
NOTE:

a. Check for freedom of movement, full travel and
friction lock.
a. Check for output of 28.25 ± 0.25 vdc using the test
jack on the RH inboard subpanel (Ref. Chapter
24-30-02, GENERATOR CONTROL PANEL
VOLTAGE ADJUSTMENT).
3. Oil
a. Check that pressure and temperature are within
operating limits. Refer to the Model 1900D Airliner
Approved Airplane Flight Manual.
4. Propeller Governor
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a. Check operation and feathering. Refer to the
Model 1900D Airliner Approved Airplane Flight
Manual.
5. Propeller Synchrophaser
a. Perform the Synchrophaser Functional Check
6. Propeller Deicer
INSPECTIONprocedure (Ref. Chapter 30-60-00).
7. Autofeathering System
a. Perform the AUTOFEATHER OPERATIONAL
8. Ground Performance Check
a. Perform the GROUND PERFORMANCE CHECK
procedure (Ref. Chapter 76-10-02). Ensure any
airframe components that extracts power from the
engine (such as the generator, ice vane, bleed
air, air conditioner, etc.) are turned off during
this procedure. If only one engine performance
parameter is found to be outside expected limits,
confirm the accuracy of the appropriate indicating
system before making any engine adjustments.
b. After engine shutdown, inspect for attachment
leaks. Check for clean shutdown at IDLE CUTOFF.
9. Fuel Boost Pumps
a. Check operation of the electric pumps. Refer to
the Model 1900D Airliner Approved Airplane Flight
Manual.
10. Fuel Cross-Transfer Valves
a. Check operation of the Fuel Cross-Transfer Valve.
Refer to the 1900D Airliner Approved Airplane
Flight Manual.
11. Firewall Fuel Shutoff Valves
a. Perform the FIREWALL FUEL SHUTOFF VALVE
FUNCTIONAL CHECK procedure (Ref. Chapter
28-20-05).
12. Vacuum Systems
a. Perform the VACUUM REGULATOR VALVE
ADJUSTMENT procedure (Ref. Chapter
37-00-01).
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21-11-00).
Chapter 21-11-00).
14. Surface Deicers
a. Check for inflation and cycling.
b. Perform the SURFACE DEICER OPERATIONAL
15. Pressurization System
a. Check operation per the Normal Procedures
section of the Model 1900D Airliner Approved
Airplane Flight Manual.
16. Environmental Vapor Cycle System and Air Cycle
Machine
a. Check operation when the switch is in the AUTO
or MANUAL position. Ambient temperature must
be above 50°F.
b. Check operation of all outlets and ease of operation
of all controls (Ref. Chapter 21-20-00).
17. Inverter System
24-20-00).
CREW CHIEF: ________________________________________________
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Today's Total
Previous Total
Total

O.A.T.
PA
IAS
ITT
Torque
Prop. RPM
N1 RPM
Fuel Flow
Fuel
Pressure
Oil Pressure
Oil Temp.

Action
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Action

Reason for
Replacement
Number Cycles Date
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Reason for
Replacement
Number Cycles Date
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THIRD 200-HOUR-INTERVAL DETAILED INSPECTION - INSPECTION/CHECK
1. General
A. Forms Required
(1) Third 200-Hour-Interval Detailed Inspection.

provided.
inspection.
(7) When the inspection has been completed, the crew chief will sign the
"INSPECTIONCOMPLETED" block at the end of the inspection sheet.
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NOTE: Corrosion detected while performing this detailed inspection may be treated in
accordance with Chapter 20-09-00.
checks.
A. Flight Compartment
Prior to beginning this inspection, the following access panels should be removed: 121AT, 121BT,
121CT, 121DT, 121DBC, 122AT, 122BT, 122CT, 122DT, 131AT, 133ATC, 141AT, 142AT, 143ATC,
151AT, 152AT, 153ATC, 161AT, 161BT, 162AT, 162BT, 163ATC, 163BTC, 171AT, 171BT, 171CT,
171DT, 172AT, 172BT, 172CT, 172DT, 173ATC, 173BTC, 173CTC, 173DTC, 411AT, 412ATC, 413R,
413L, 414L, 415R, 416R, 421AT, 422ATC, 423R, 423L, 424R, 425L, 426R and 426L.
Table 601. Third 200-Hour-Interval Detailed Inspection

1. Flight Control Components, Cables and Pulleys: Zone
inspection areas: 121, 122, 231 and 232. Panel
inspection area: 121AT, 122AT, 121BT, 122BT, 121CT,
122CT and 122DT.
a. Inspect the control system components (pushrods,
splits, bends, cracks and corrosion.
b. Inspect the control cables, pulleys and associated
equipment for cracks, breaks, wear, attachment,
alignment, clearance, corrosion and correct
direction of travel.
c. Inspect the control cables for broken strands and
evidence of corrosion (Ref. Chapter 20-04-00).
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Table 601. Third 200-Hour-Interval Detailed Inspection (continued)

d. Check the aileron autopilot servo bridle cable
tension, if installed (Ref. Chapter 22-10-03).
Temperature: ________°F.
Aileron Servo Cable Tension: _____________.
e. Perform the AILERON FUSELAGE CABLE
TENSION CHECK procedure (Ref. Chapter
27-10-03).
Temperature: ________°F.
1/8" Aileron Cable Tension: Left________ Right________.
f. Inspect all flight control rigging pin placards for
legibility and security of attachment, if installed
g. Inspect underfloor areas for foreign objects,
structural damage, loose or missing rivets, cracks
and corrosion.
2. Brake System: Zone inspection areas: 121, 122, 730
and 740. Panel inspection area: 133ATC.
a. Inspect brake system components for damage,
leakage, cracks and corrosion.
b. Inspect brake master cylinder for operation.
c. Inspect the brake line plumbing for damage,
corrosion, leakage and attachment.
d. Inspect the brake pedals and linkage for travel,
wear, damage, cracks, corrosion, attachment and
operation.
e. Check parking brake for correct release.
3. Brake Reservoir Pressure Equalization Line Orifice and
Filter: Zone inspection area: 120. Panel inspection
area: 122AT.
a. Clean as instructed (Ref. Chapter 32-40-04).
4. Rudder Pedals: Zone inspection areas: 120 and 121.
Panel inspection area: 121DT.
a. Inspect the rudder pedals for wear, damage,
cracks, corrosion, clearance and attachment.
b. Perform the RUDDER PEDAL ARM INSPECTION:
c. Inspect nose landing gear aft steering link rod end
(Mechanical Steering Installed).
d. Inspect the pilot's and copilot's rudder pedal
bellcrank support attach bolts for security.
5. Instrument Panel Plumbing and Wiring: Zone
inspection areas: 246, 247, 248 and 249.
a. Inspect instrument panel for damage and
attachment.
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b. Inspect subpanels for damage and attachment.
c. Inspect placards for proper location and legibility.
Inspect for scratches and damage.
d. Inspect shock mounts for damage and attachment.
e. Inspect instruments for damage and attachment.
f. Inspect the instrument plumbing and wiring for
damage, attachment, chafing, etc.
g. Inspect the fuel quantity panel wiring for damage,
attachment, chafing and security.
6. Control Column: Zone inspection areas: 254 and 255.
a. Check control column for damage, cracks,
corrosion, attachment and freedom of movement.
b. Perform the CONTROL COLUMN BEARING
SUPPORT INSPECTION procedure (Ref. Chapter
27-00-01).
c. Perform the CONTROL COLUMN SUPPORT
ROLLER INSPECTION procedure (Ref. Chapter
27-30-02).
d. Inspect the flight control gust lock to determine if it
is the correct part number. Perform the CONTROL
LOCK INSPECTION procedures (Ref. Chapter
27-70-00). Check flight control gust lock for
positive locking and alignment.
e. Inspect the extension cord for deterioration and
damage.
f. Inspect the control wheel switches for operation
and damage.
g. Perform the AILERON CONTROL COLUMN
INTERCONNECT CABLE TENSION CHECK
procedure (Ref. Chapter 27-10-03).
Inspect and record the aileron control column interconnect
cable tension.
Temperature:_____________ °F.
Cable Tension:____________.
h. Perform the CONTROL COLUMN CLEARANCE
i. Perform the BOBWEIGHT AND STOP Inspection
7. Electrical Equipment: Zone inspection areas: 220, 221
and 253.
a. Inspect all lights for operation.
b. Inspect switches, knobs and circuit breakers for
looseness and operation.
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c. On airplanes equipped with optional electric pitch
trim, inspect wires for chafing, correct separation
and protection from other wires.
d. Inspect all inverter system relays and wiring for
connection and chafing.
e. Inspect all wiring for chafing, security, etc.
8. Alternate Static Air Source: Zone inspection area: 240.
a. Visually inspect tubing and hardware for security.
9. Seats
a. Check seats for wear, deterioration, damage,
cracks, corrosion and attachment.
b. Check seats for proper operation, engagement
and adequate lubrication.
10. Seat Belts
a. Check seat belts for wear, cuts, fraying, damage,
deterioration and attachment.
11. Seat Tracks
a. Check seat tracks for damage, cracks, wear and
corrosion (Ref. Chapter 53-40-00).
12. Windows and Window Frames
a. Inspect the windows and window seals for
deterioration.
b. Clean the side windows interior side.
c. Inspect the outer windows for chips, excessive
crazing and other damage (Ref. Chapter
56-20-00).
241, 242 and 262.
a. Visually inspect the pitot/static masts for damage,
cracks, corrosion and obstructions.
14. Windshields
a. Inspect windshields for antistatic coating and
antistatic tab bonding (Ref. Chapter 56-10-00).
b. Inspect windshield weather seal for debonding,
15. Engine Control Levers (All)
a. Inspect the pedestal power lever stop pin for wear.
A groove of 0.03 inch or less is acceptable.
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b. Inspect the forward and aft edges of the levers to
ensure that the wear does not exceed 0.25 inch
into the material.
c. Check the sides of the condition levers for wear. A
groove of 0.03 inch or less is acceptable.
d. Inspect the condition control catch (condition lever
low idle detent) for wear by checking for positive
engagement with the condition levers. If positive
engagement with the condition levers does not
exist, replace the condition control catch (Ref.
Chapter 76-10-00).
B. Cabin Section

1. Fuselage Skins: Zone inspection areas: 261, 262, 271
and 272.
a. Inspect exterior fuselage skins for cracks,
scratches, paint blistering, corrosion, damage and
loose or missing rivets. If damage is found, check
adjacent structure.
2. Structure
a. Inspect structure under removed floorboards for
cracks, corrosion, loose or missing rivets and
concealed damage.
inspection areas: 131, 132, 141, 142, 151, 152, 161,
162, 171 and 172. Panel inspection areas: 131AT,
132AT, 133ATC, 141AT, 142AT, 143ATC, 151AT,
152AT, 153ATC, 161AT, 162AT, 163ATC, 161BT,
162BT, 163BTC, 171AT, 171BT, 171CT, 172AT, 172BT,
172CT, 173ATC, 173BTC, 173CTC, 171DT, 172DT
and 173DTC.
damaged component.
b. Inspect the control cable pulleys and associated
equipment for cracks, corrosion, breaks, wear,
attachment, alignment, clearance and operation.
c. Inspect the control cables for clearance, alignment,
broken strands and evidence of corrosion. Replace
cables that have broken strands or evidence of
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4. Underfloor Areas: Zone inspection areas: 131, 132,
133, 141, 142, 143, 151, 152, 153, 161, 162, 163, 171,
172 and 173. Panel inspection areas: 131AT, 132AT,
133ATC, 141AT, 142AT, 143ATC, 151AT, 152AT,
153ATC, 161AT, 162AT, 163ATC, 161BT, 162BT,
163BTC, 171AT, 172AT, 173ATC, 171BT, 172BT,
173BTC, 171CT, 172CT, 173CTC, 171DT, 172DT and
173DTC.
a. Inspect underfloor areas for foreign objects,
structural damage, loose or missing rivets, cracks
and corrosion. Clean as required.
5. Flap Motor and Flexible Drive Shafts: Zone inspection
area: 163. Panel inspection area: 163BTC.
a. Inspect for condition and attachment.
b. Lubricate as necessary in accordance with
FLAP AND AILERON CONTROL SYSTEM
LUBRICATION procedure (Ref. Chapter
12-20-00).
c. Check flap flexible drive shafts for nicks, cuts,
cracks and corrosion.
6. Aileron Quadrant: Zone inspection area: 163. Panel
inspection area: 163BTC.
a. Check for security, attachment, damage, cracks,
corrosion and correct travel.
b. Inspect flight control rigging pin placard for legibility
and security of attachment, if installed (Ref.
Chapter 11-30-00).
7. Belly Drain Valves: Zone inspection areas: 261 and
262.
a. Inspect for possible obstructions and operation.
8. Windows and Window Frames: Zone inspection areas:
271 and 272.
a. Inspect the windows and window seals for
deterioration.
b. Inspect the outer windows for chips, excessive
crazing, out of contour and other damage (Ref.
Chapter 56-20-00).
9. Cabin Entrance Door: Zone inspection area: 820.
a. Inspect door, seal, counterbalance mechanism,
handrail and handrail cables for damage, broken
strands, cracks, scratches, paint blistering,
corrosion, condition and security.
b. Remove upholstery panels and inspect latching
mechanism and cables for clearances, damage,
broken strands, cracks, corrosion, condition and
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c. Measure latching mechanism cable tension (Ref.
Chapter 52-10-00).
d. Move inside and outside door handles and check
operation.
e. Use the outside door handle and measure the
torque to operate the latching mechanism while
closing the door (Ref. Chapter 52-10-00).
f. Use the outside door handle and measure the
torque to operate the latching mechanism while
opening the door (Ref. Chapter 52-10-00).
g. Perform the AIRSTAIR DOOR HANDRAIL
52-10-02).
10. Cabin Cargo Door: Zone inspection area: 850.
a. Inspect doors, seals and latching mechanism for
damage, cracks, corrosion, condition and security
of attachment.
11. Emergency Exit Doors: Zone inspection areas: 830
and 840.
a. Check inside and outside emergency release
handles and latch mechanism for operation.
b. Check that hatch opens and closes freely from the
inside and outside.
c. Check hatch for condition, scratches, paint
blistering, corrosion and all moving parts for
operation.
d. Inspect the hatch seal for condition. Replace the
seal if the seal has become hard.
e. Check latching and seal of closed hatch.
f. Remove upholstery, inspect latching mechanism
for damage, cracks, corrosion, condition and
12. Electrical Wiring and Equipment: Zone inspection
areas: 133, 143, 153 and 163. Panel inspection areas:
133ATC, 143ATC, 153ATC, 163ATC and 163BTC.
a. Inspect wiring for chafing and electrical equipment
for damage, condition and attachment.
b. Perform the TRIPLE-FED BUS DIODES
24-50-00).
c. Check cabin and compartment lights for condition
and attachment. Replace bulbs as necessary.
13. Ejector and Deicer Distributor Valve: Zone inspection
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a. Check equipment and plumbing for security and
condition.
14. Seats
a. Check seats for wear, damage, cracks, corrosion,
15. Seat Belts
a. Check seat belts for wear, cuts, fraying, damage,
16. Seat Tracks
a. Check seat tracks for damage, cracks, wear and
17. Control Cable Seals: Zone inspection areas: 161 and
162.
a. Check for damage, security, cleanliness and
lubrication.
18. Evaporator Blower Motors: Panel inspection areas:
153ATC and 173BTC.
a. Inspect brushes for wear. Replace if required.
19. Toilet and Toilet Ground Servicing Panel (If Installed):
Zone inspection areas: 261 and 181.
a. Inspect toilet and associated plumbing for leaks,
cracks, corrosion and security of attachment, if
installed.
b. Check toilet ground-servicing panel and waste
drain valve for leaks, cracks, corrosion and security
of attachment, if installed.
20. Autopilot (If Installed): Zone inspection areas: 163,
171, 311 and 312. Panel inspection areas: 163BTC,
171AT, 311BL and 312BR.
a. Check aileron and elevator trim tab autopilot
servos for loose or worn bearings and mounting
hardware.
b. Verify that the servo mounts are securely mounted
to the airframe.
c. Visually inspect the capstan and cable for wear,
contamination and proper spool-off.
d. With the autopilot disengaged, operate each
control system through its entire range. Observe
the servo mounts for any unusual noise, binding,
backlash or other mechanical irregularities.
C. Power Plant
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LH RH
a. Inspect the igniter plugs (Ref. Pratt and Whitney
PT6A-67D Engine Maintenance Manual and
Chapter 74-00-00 of this manual.
3038336).
3. Engine Oil Filter: Zone inspection area: 400.
a. Inspect the oil filter for contamination (Ref. Pratt
and Whitney PT6A-67D Engine Maintenance
4. Plumbing
a. Inspect plumbing and associated equipment
for condition, damage, cracks, corrosion and
attachment.

LUBRICATION SCHEDULE procedures (Ref.
Chapter 12-20-00).
2. Electronic Flight Instrument Systems (EFIS): Zone
a. Verify operation of EADI and EHSI tube fans.
3. Evaporator Filters: Zone inspection area: 153 and 173.
Panel inspection area: 153ATC and 163BTC.
21-52-00).
812.
a. Clean or replace the filter (Ref. Chapter 37-00-00).
5. Pitot, Static and Pressurization Systems: Zone
inspection areas: 110, 241, 242 and 262. Panel
inspection area: 132AT.
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a. Open pitot/static test ports, LH and RH alternate
drain valves until all moisture is drained. Close the
drains when complete.
6. Access Panels
a. Check all panels removed for this inspection for
fit, attachment, scratches, paint blistering and
corrosion.
7. Placards
a. Verify that all placards are in place. Refer to the
Pilot's Operating Manual, Airplane Flight Manual
and Chapter 11-20-00.
8. Air Cycle Machine: Zone inspection areas: 511. Panel
inspection area: 511AB.

21-11-00).
Chapter 21-11-00).
2. Propeller Deicer
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leaks.
4. Inverter System
24-20-00).
CREW CHIEF________________________________________________

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Today's Total
Previous Total
Total
05-20-04 Page 613

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O.A.T.
PA
IAS
ITT
Torque
Prop. RPM
N1 RPM
Fuel Flow
Fuel
Pressure
Oil Pressure
Oil Temp.

Action
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Action

Reason for
Replacement
Number Cycles Date
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Reason for
Replacement
Number Cycles Date
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FOURTH 200-HOUR-INTERVAL DETAILED INSPECTION - INSPECTION/CHECK
1. General
A. Forms Required
(1) Fourth 200-Hour-Interval Detailed Inspection.

provided.
inspection.
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checks.
A. Environmental Systems
Prior to beginning this inspection, the following access panels must be removed: 153ATC, 163BTC,
413R, 413L, 414L, 415R, 416R, 421AT, 423R, 423L, 424R, 425L, 426L, 511, 511AB, 511AT and
611AB.
Table 601. Fourth 200-Hour-Interval Detailed Inspection

1. Evaporator Filter: Zone inspection areas: 153 and 173.
21-52-00).
212.
3. Pressurization Controller: Zone inspection area: 243.
a. Inspect for security of attachment and damage.
b. Check wiring for damage, chafing and security.
c. Check plumbing for leaks, damage and attachment.
4. Pressurization Controller Filter: Zone inspection area:
243.
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Table 601. Fourth 200-Hour-Interval Detailed Inspection (continued)

a. Inspect and clean filter (Ref. Chapter 21-30-00).
5. Pressurization System Drain Valve: Zone inspection
vacuum lines. Close drain when completed.
6. Pneumatic Relay Filter: Zone inspection area: 243.
a. Inspect and clean filter (Ref. Chapter 21-30-00).
7. Air Cycle Machine Fog Nozzle and Filter: Zone
inspection area: 511. Panel inspection area: 511BT.
a. Clean the air cycle machine fog nozzle and filter (if
installed) (Ref. Chapter 21-51-02).
8. Air-Conditioning Condenser and Blower: Zone
inspection area: 611. Panel inspection areas: 611AT
and 611AB.
a. Check the condenser, blower and associated
plumbing for leaks, cracks, corrosion, damage and
b. Inspect the inlet guard for security of attachment
and for broken strands.
c. Inspect the impeller for security to the shaft and
ease of rotation.
d. Inspect the standoffs for security and tightness.
e. Inspect the guide vanes in the blower housing
assembly for cracking, corrosion and security of
attachment.
B. Nose Section

1. Skins
a. Inspect skins for cracks, scratches, paint blistering,
corrosion, damage and loose or missing rivets.
2. Structures
a. Inspect for cracks, corrosion, loose rivets and
concealed damage.
3. Placards
a. Verify that all nose interior and exterior placards
are in place. Inspect for scratches, damage and
legibility.
4. Radio Equipment: Zone inspection areas: 211 and
212. Panel inspection area: 811AL and 812AR.
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a. Inspect radio rack structure; check security of units
in their mounts.
5. Instrument Air Filter: Zone inspection area: 212. Panel
inspection area: 812AR.
6. Avionics Compartment Door, Fasteners and Seal:
Zone inspection area: 811 and 812.
a. Inspect seals for deterioration.
b. Inspect doors for damage, scratches, paint
blistering, corrosion, operation and deterioration.
c. Inspect for loose or missing fasteners.
C. Power Plant

LH RH
(Ref. Pratt and Whitney PT6A-67D Engine
manual).
3038336).
Periodic Inspection).
a. Inspect and clean the fuel nozzles using either the
"in situ" method or by bench check (Ref. Pratt and
Whitney PT6A-67D Engine Maintenance Manual).
b. Borescope inspect the engine hot section at this
time (Ref. Pratt and Whitney PT6A-67D Engine
Maintenance Manual).
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LH RH
a. Inspect brushes for indication of excessive wear
and damage (determine wear by observing
diagonal groove on brush) (Ref. Chapter 24-30-01
and to the Starter-Generator Manufacturer's
Maintenance Manual in Chapter 24 of the Model
Manual).
b. Inspect inlet duct and cooling cap for cracks,

1. Pitot and Static SystemZone inspection areas: 110,
241, 242 and 262.
drain valves until all moisture is drained. Close
12-20-00).
4. Placards
a. Verify that all placards are in place. Inspect
placards for scratches, damage and legibility.
5. Windshields
a. Inspect windshield weather seal for damage,
debonding, cracks and wear (Ref. Chapter
56-10-00).
Flight Data Recorder, if a Flight Data Recorder is
installed (Ref. Chapter 25-62-01).
b. Clean the water switch on the ULD attached to the
Cockpit Voice Recorder (Ref. Chapter 25-62-01).
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NOTE:

1. Engine Controls
NOTE:

reverse unless engines are running. (a)
Check for freedom of movement, full
travel and friction lock.
friction lock.
2. Oil
Model 1900D Airliner Approved Airplane Flight
Manual.
a. Perform the Synchrophaser Functional Check
5. Propeller Deicer
6. Autofeathering System
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leaks.
a. Check for output of 28.25 ± 0.25 vdc using the test
24-30-02 GENERATOR CONTROL PANEL
VOLTAGEADJUSTMENT).
9. Fuel Boost Pumps
a. Check operation of the electric pumps. Refer to
the Airplane Flight Manual P/N 129-590000-3.
Flight Manual.
11. Fuel Firewall Shutoff Valves
28-20-05).
12. Vacuum System
a. Perform the VACUUM REGULATOR VALVE
37-00-01).
21-11-00).
Chapter 21-11-00).
14. Surface Deicers
16. Refrigerant Level
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a. For aircraft with R12 refrigerant ONLY: Check
level through the sight glass (173ABC) or check
refrigerant pressure, with the LH engine shut down,
the RH engine running above 62% N1 and the
air-conditioner ON in either the AUTO or MANUAL
mode. Ambient temperature must be above 50°F
b. For aircraft with R134A refrigerant: check
refrigerant pressure, with the LH engine shut down,
the RH engine running above 62% N1 and the
air-conditioner ON in either the AUTO or MANUAL
mode. Ambient temperature must be above 50°F
Machine
be above 50°F.
of all controls (Ref. Chapter 21-20-00
18. Inverter System
24-20-00).
CREW CHIEF______________________________________________________
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Table 606. Inflight Worksheet(Page 1 of 2)

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Table 606. Inflight Worksheet(Page 1 of 2) (continued)

Today's Total
Previous Total
Total

O.A.T.
PA
IAS
ITT
Torque
Prop. RPM
N1 RPM
Fuel Flow
Fuel
Pressure
Oil Pressure
Oil Temp.
Table 607. Inflight Worksheet(Page 2 of 2)

Action
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Table 607. Inflight Worksheet(Page 2 of 2) (continued)


Action

Reason for
Replacement
Number Cycles Date
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Reason for
Replacement
Number Cycles Date
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FIFTH 200-HOUR-INTERVAL DETAILED INSPECTION - INSPECTION/CHECK
1. General
A. Forms Required
(1) Fifth 200-Hour-Interval Detailed Inspection.

provided.
inspection.
05-20-06 Page 601

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checks.
A. Forward Left Hand Center Section
Prior to beginning this inspection, the following access panels must be removed: 511AT, 511, 531CB,
631CB, 411AT, 411BB, 412ATC, 413L, 414L, 416R, 415R, 413R, 523DBL, 623DBL, 421AT, 421BB,
422ATC, 423R, 423L, 424R, 425L, 426L, 523DBR and 623DBR.
Table 601. Fifth 200-Hour-Interval Detailed Inspection

1. Structure:
• Zone inspection area: 511
• Wing Panel Inspection Area: 511AT
a. Inspect structure for cracks, scratches, corrosion,
loose rivets and damage.
2. Plumbing and Wiring:
• Wing Panel Inspection Area: 511AT
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Table 601. Fifth 200-Hour-Interval Detailed Inspection (continued)

a. Inspect plumbing and wiring for chafing, leaks and
security.
3. Air Cycle Machine:
• Wing Panel Inspection Area: 511AB
B. Main Landing Gear

LH RH
1. Brakes: Zone inspection areas: 730 and 740.
a. Check brake discs and pads for wear, damage,
corrosion and security (Ref. Chapter 32-40-03).
b. Inspect lines for damage, leaks, cracks, corrosion
and security.
2. Brake Deicer (If Installed): Zone inspection areas: 730
and 740.
a. Check lines, hose and connections for cracks,
leaks, corrosion and security of attachment.
b. Check manifold for cleanliness and unobstructed
orifices.
3. Actuator: Zone inspection areas: 730 and 740.
a. Check actuators for cracks, corrosion, damage
and leaks.
b. Inspect support brackets for cracks, corrosion,
damage and loose or missing rivets.
c. Inspect the main landing gear actuator rods for
oil, grease, solvents, degreasers, anti-icing fluids
or other contaminants sprayed or applied to the
actuator rods. These agents will wash away the
applied dry-film lubricant on the actuator rods.
4. Main Landing Gear Shock Absorber (Strut Assembly):
Zone inspection areas: 730 and 740.
a. Inspect shock absorber (strut assembly) and
components for damage, cracks, leaks, corrosion
and attachment.
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LH RH
b. Inspect shock absorber (strut assembly) for correct
inflation and leakage. If signs of leakage are
apparent perform the MAIN LANDING GEAR
SHOCK ABSORBER SERVICING procedure (Ref.
Chapter 32-10-00).
c. Check gland nut at base of the main strut upper
brace assembly for possible looseness and
abnormal wear.
d. Inspect the sealant location at the Main Landing
Gear piston and socket interface for corrosion
or rust. Sealer should cover any non-chromed
area of the piston. If any non-chromed portion
of the piston is exposed, or if seal is damaged,
worn or deteriorated, or if corrosion or rust is
present, perform the MAIN LANDING GEAR
SOCKET/PISTON SEAL REPAIR procedure
(Ref. Model 1900 Airliner Series Component
Maintenance Manual, Chapter 32-10-00).
5. Trunnion Bolts: Zone inspection areas: 730 and 740.
Panel inspection area: 523DBL, 523DBR, 623DBL
and 623DBR.
a. Inspect for proper security and condition of bolts,
nuts and cotter pins. If a cotter pin is missing,
torque the trunnion bolt nut and install a new cotter
pin by performing the applicable Steps of the MAIN
LANDING GEAR INSTALLATION procedure (Ref.
Chapter 32-10-00).
b. Visually inspect for wear, cracks and corrosion.
6. Landing Gear Keel: Zone inspection areas: 700.
a. Perform LANDING GEAR KEEL INSPECTION
7. Drag Leg: Zone inspection areas: 730 and 740.
a. Visually inspect for wear, distortion, cracks and
corrosion.
b. Check security of attach fittings.
8. Electrical: Zone inspection areas: 730 and 740.
a. Check attachment of switches. Clean dirt from
terminals and connectors as required.
b. Check wiring for damage, chafing and security.
9. Landing Gear Hoses: Zone inspection areas: 730 and
740.
a. Check for damage, cracks, leaks, deterioration
and security. Replace as necessary.
C. Nose Landing Gear
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1. Shimmy Damper (without Power Steering Installed):
Zone inspection area: 710.
a. Inspect for damage, cracks, corrosion, leakage
and attachment. Refill if necessary (Ref. Chapter
32-20-03).
2. Actuator: Zone inspection area: 710.
a. Visually check actuator for damage, cracks,
corrosion and leakage.
b. Inspect support bracket for damage, cracks,
corrosion and loose or missing rivets.
3. Steering Linkage: Zone inspection area: 710.
a. Check nose steering mechanism for damage,
cracks, corrosion, attachment and correct
adjustment (Ref. Chapter 32-50-00).
b. Remove tie-wrap and inspect aft steering linkage
and boot for wear, damage and chaffing under
boot.
c. Inspect forward steering link (with boot) and boot
for wear, damage and chafing under boot. Perform
the FORWARD STEERING LINK (WITH BOOT)
d. Disconnect and inspect nose steering disconnect
actuator wiring receptacle plug located in left wheel
well keel for corrosion.
e. Visually inspect nose landing gear steering
disconnect actuator attaching hardware for
evidence of looseness, corrosion, or missing
fasteners.
4. Nose Gear Brace Steering Stop Lugs: Zone inspection
area: 710.
a. Inspect for cracks, damage and distortion. Should
cracks be suspect, perform FLUORESCENT
LIQUID PENETRANT INSPECTION procedure
b. Inspect for proper lubrication of bolts in accordance
with NOSE LANDING GEAR LUBRICATION
5. Nose Gear Steering Stop: Zone inspection area: 710.
a. Inspect steering stop for damage and distortion.
b. Inspect steering stop bolts for proper torque. Bolts
should be able to rotate with finger pressure.
6. Nose Gear Shock Absorber (Strut Assembly): Zone
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a. Inspect shock absorber (strut assembly) and
components for damage, cracks, corrosion and
attachment.
b. Inspect shock absorber (strut assembly) for correct
inflation and leakage. If signs of leakage are
apparent perform the NOSE LANDING GEAR
SHOCK ABSORBER SERVICING procedure (Ref.
Chapter 32-20-00).
7. Electrical: Zone inspection area: 710.
a. Check attachment of switches; clean dirt from
terminals and connectors, as required; check
wiring for damage and chafing.
8. Trunnion Bolt: Zone inspection area: 710.
a. Inspect for proper security and condition of bolts,
nuts and cotter pins. If cotter pin is missing, torque
the trunnion bolt nut and install a new cotter pin
by performing the applicable Steps of the NOSE
LANDING GEAR INSTALLATION procedure (Ref.
Chapter 32-20-00).
9. Drag Brace: Zone inspection area: 710.
a. Check for wear in the lower drag leg attach lug
hole on the nose gear brace (Ref. Chapter 32
in the Model 1900 Airliner Series Component
Maintenance Manual, P/N 114-590021-11).
Inspect for damage, cracks, corrosion and security
of attachment.
b. Inspect for proper lubrication of bolts in accordance
with NOSE LANDING GEAR LUBRICATION
c. Inspect bolts for freedom of movement (Ref.
Chapter 32-20-01) NOSE LANDING GEAR DRAG
BRACE BOLT INSPECTION procedure.
10. Power Steering (If Installed): Zone inspection area:
710.
a. Replace filter (Ref. Chapter 32-51-00).
b. Inspect the power steering actuator, pump and
motor for leaks and security of attachment and
proper operation.
11. Landing Gear Hoses: Zone inspection area: 710.
a. Check for damage, cracks, leaks, deterioration
and security. Replace as necessary.
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12. Antiskid Brakes (If Installed) Zone inspection area:
710.
a. Check operation, charge accumulator as required
and replace filter element (Ref. Chapter 32-41-00).
b. Remove antiskid hydraulic line/antiskid
accumulator cover and inspect for damage, cracks,
leaks, deterioration and security.
D. Landing Gear Retraction
NOTE:
Battery voltage is not sufficient to properly cycle the landing gear, use only an external power source capable
of delivering and maintaining 28.25 ± 0.25 volts throughout the extension and retraction cycles when
performing the landing gear retraction inspection.
1. Landing Gear Hydraulic Power Pack
a. Perform the LANDING GEAR POWER
PACK HYDRAULIC FLUID LEVEL SENSOR
FUNCTIONAL TEST procedure (Ref. Chapter
32-30-08).
b. Clean power pack filter screens and replace
powerpack filter (Ref. Chapters 32-30-00,
32-30-06 and 32-30-07).
2. Retract Mechanism
a. Check retraction system for operation of all
components through at least two complete cycles
b. Check for unusual noises and evidence of binding.
3. Doors and Linkage: Zone inspection areas: 730, 740
and 710.
a. Check door for proper operation, fit and rigging.
Inspect for damage, cracks, paint blistering,
4. Position Indicators: Zone inspection areas: 730, 740,
710 and 245.
a. Check for security and adjustment of switches,
loose or chafing wires and correct indication.
5. Warning Horn
a. Perform the LANDING GEAR WARNING HORN
6. Safety Switch: Zone inspection areas: 730 and 740.
a. Check for security of attachment.
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7. Actuators: Zone inspection areas: 730, 740 and 710.
a. Check for noise, damage, cracks, leaks, corrosion,
binding and correct rigging.
8. Emergency Extension: Zone inspection areas: 121,
710, 730 and 740.
a. Perform the LANDING GEAR HAND PUMP
CYCLING procedure (Ref. Chapter 32-30-00).
E. Power Plant

LH RH
manual).
3038336).
Periodic Inspection).
4. Engine Chip Detector Cleaning: Zone inspection
areas: 400.
a. Clean the magnetic chip detector (Ref. Chapter
72 of the Pratt and Whitney PT6A-67D Engine
5. Fuel Filters and Screens: Zone inspection areas: 531
and 631. Panel inspection areas: 531CB and 631CB.
a. Inspect the filters and screens for microbiological
growth (Ref. Chapter 28-20-02).
6. Compressor Drive Quill Shaft: Zone inspection area:
420.
a. Check for wear and damage.
b. Lubricate the spline on the pulley end of the shaft
7. Compressor Drive Belts: Zone inspection area: 420.
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LH RH
a. Check for cracks, shredding, fraying, wear and
check adjustment (Ref. Chapter 21-52-02).
8. Engine Accessories: Zone inspection areas: 400.
a. Inspect all accessories, plumbing and associated
equipment for damage, corrosion, attachment and
leakage.
9. Refrigerant LinesZone inspection areas: 420.
a. Inspect refrigerant lines in the right engine cowling
and nacelle for leaks, damage, cracks, corrosion
and attachment.
10. Refrigerant Compressor: Zone inspection area: 420.
a. Check for damage, attachment and oil leaks.
11. Engine Fuel Pump, Filters and Screens: Zone
inspection areas: 400.
a. Inspect the filters and screens for contamination
F. General Service Items

241, 242 and 262.
drain valves until all moisture is drained. Close
12-20-00).
21-52-00).
5. Refrigerant Lines and Service Valves: Zone inspection
areas: 163 and 173. Panel inspection area: 173ABC.
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a. Inspect refrigerant lines in the cabin for leaks,
damage, cracks, corrosion and attachment.
812.
7. Access Panels
a. Check panels removed during this inspection for
fit, attachment, scratches, paint blistering and
corrosion.
8. Placards
9. Windshields
a. Inspect windshield weather seal for damage,
debonding, cracks and wear (Ref. Chapter
56-10-00).
G. Operational Inspection

21-11-00).
Chapter 21-11-00).
2. Propeller Deicer
leaks.
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4. Inverter System
24-20-00).
CREW CHIEF________________________________________________

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Today's Total
Previous Total
Total
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O.A.T.
PA
IAS
ITT
Torque
Prop. RPM
N1 RPM
Fuel Flow
Fuel
Pressure
Oil Pressure
Oil Temp.

Action
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Action

Reason for
Replacement
Number Cycles Date
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Reason for
Replacement
Number Cycles Date
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SIXTH 200-HOUR-INTERVAL DETAILED INSPECTION - INSPECTION/CHECK
1. General
A. Forms Required
(1) Sixth 200-Hour-Interval Detailed Inspection .
(2) Model 1900D Airliner Routine Inspection .
(3) Continuous Inspection Worksheet .

(1) Model 1900 Airliner Series Component Maintenance Manual .
(2) Model 1900D Airliner Wiring Diagram Manual .
(3) Model 1900 Airliner Series Corrosion Control Manual .
provided.
inspection.
(7) When the inspection has been completed, the crew chief will sign the
"INSPECTIONCOMPLETED" block at the end of the inspection sheet.
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checks.
A. Aft Fuselage and Empennage
Prior to beginning this inspection, the following access panels must be removed: 181AT, 181BT,
181CT, 311AL, 311BL, 311CL, 312AR, 312BR, 331BL, 332BTC, 333ATC, 333BTC, 351ATL, 351BTL,
352ABR, 352BBR, 411AT, 413L, 413R, 414L, 415R, 416R, 421AT, 423R, 423L, 424R, 425L and 426L.
For zone and access panel locations reference Chapter 6.
Table 601. Sixth 200-Hour-Interval Detailed Inspection

1. Skin: Zone inspection areas: 281, 282, 311, 312, 331,
340 and 320.
a. Inspect skin for dents, cracks, scratches, blistered
paint, corrosion and loose or missing rivets. If
damage is found, check adjacent structure.
2. Structure: Zone inspection areas: 281, 282, 311, 312,
320, 331, 332 and 340.
a. Check forward spar lower vertical stabilizer attach
points for cracks, corrosion, loose and working
fasteners, concealed damage and blistered paint.
b. Check aft spar lower vertical stabilizer attach points
for cracks, corrosion, loose and working fasteners,
concealed damage and blistered paint.
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Table 601. Sixth 200-Hour-Interval Detailed Inspection (continued)

c. Check forward spar upper vertical stabilizer attach
d. Check aft spar upper vertical stabilizer attach
e. Check horizontal stabilizer attach points for cracks,
corrosion, loose and working fasteners, concealed
damage and blistered paint.
f. Perform HORIZONTAL STABILIZER Attach Bolts
Torque Check procedure (Ref. Chapter 55-10-00).
g. Between HSS 5.00 thru 99.197 both left and right
hand sides using a borescope, inspect the area
between the cove and the horizontal stabilizer rear
spar. The borescope can be inserted into this area
from the edges of the cove. Inspect the horizontal
stabilizer rear spar, skins and fasteners for cracks,
corrosion and loose and/or missing rivets, paying
particular attention to elevator hinge attach points.
h. Check aft spar of vertical stabilizer for cracks,
corrosion, loose and working fasteners, concealed
damage and blistering paint. (Ref. Chapter
55-30-01) of the Model 1900 Airliner Series
Corrosion Control Manual.
inspection areas: 181, 311 and 312. Panel inspection
areas: 181AT, 181BT, 181CT, 311AL, 311BL, 311CL,
312AR and 312BR.
damaged component.
b. Check control cables, pulleys and associated
equipment for breaks, attachment, alignment,
clearance, damage and movement. Replace
cables that have broken strands or evidence of
c. Check the elevator and rudder autopilot or yaw
damp bridle cable attaching clamp hardware for 55
± 5 inch-pounds of torque and a minimum gap of
0.005 inch remaining between the clamp halves. If
the minimum gap is below 0.005 inch, replace the
worn parts as needed.
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d. Check the elevator and rudder autopilot or yaw
damp servo bridle cable tension, if installed. If
the elevator or rudder servo cable tension is
out of limits, the ELEVATOR SERVO BRIDLE
CABLE TENSIONING and/or RUDDER SERVO
BRIDLE CABLE TENSIONING procedure must be
performed (Ref. Chapter 22). Inspect and record
elevator servo bridle cable and rudder servo bridle
cable tensions:
Temperature:________°F
Elevator servo bridle cable tension: ______________
Rudder servo bridle cable tension: ______________
e. Check cable tension (Ref. Chapter 27). If the
elevator cable tension is not within limits, the
ELEVATOR CONTROL SYSTEM RIGGING
procedure must be performed (Ref. Chapter
27-30-02). Changing cable tension may affect
other portions of the elevator system. Inspect and
record elevator, elevator tab, rudder and rudder
tab cable tensions:
Temperature:________°F
3/16 in. Elevator Cable Tension: Up________Down_______
1/16 in. Elevator Tab Cable Tension: _________
3/16 in. Rudder Cable Tension: Left________Right________
1/16 in. Rudder Tab Cable Tension: ________
4. Underfloor Areas: Zone inspection areas: 181. Panel
inspection areas: 181AT, 181BT and 181CT.
a. Inspect underfloor areas for foreign objects,
structural damage, loose or missing rivets, cracks,
corrosion and blistered paint.
5. Flight Controls Zone inspection areas: 331, 340, 351,
352, 361 and 362. Panel inspection areas: 333BTC,
333ATC, 331BL, 332BTC, 351ATL, 351BTL, 352ABR
and 352BBR.
a. Inspect skin for cracks, dents, damage, paint
blistering, corrosion and loose or missing rivets.
b. Check surfaces for attachment and freedom of
movement.
c. Check optional trim actuators and motor for
attachment.
d. Inspect elevator hinge brackets and their spar
attach areas for cracks, corrosion, paint blistering,
evidence of interference and security. Inspect the
rivets attaching the hinge supports to the elevator.
Perform the ELEVATOR INSPECTION procedure
e. Inspect rudder hinge brackets and their spar
attach areas for cracks, corrosion, paint blistering,
evidence of interference and security.
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f. Remove tailcone. Using the rudder pedals in
the cockpit, move the rudder from left to right.
Check for smooth movement with no evidence of
looseness, binding or warping. Check the bellcrank
at the base of the rudder (three rudder horn attach
bolts and pivot). There should be no evidence of
fretting or looseness between the bellcrank and
the rudder torque tube.
Inspect the bolts that attach the top of the rudder torque tube
to the bottom of the rudder for security. Check the
torque tube to rudder attach point for evidence of
cracking or corrosion.
g. Perform the ELEVATOR FREEPLAY CHECK
Elevator Freeplay: __________ (Limits: 0.12 inch Maximum)
h. Perform the RUDDER FREEPLAY CHECK
Rudder Freeplay: __________ (Limits:0.12 inch Maximum)
i. Perform the RUDDER TRIM TAB FREEPLAY
Rudder Trim Tab Freeplay: __________ (Limits with Lower
Push-pull Rod Connected and Upper Push-pull
Rod Disconnected: ±0.021 inch)
Rudder Trim Tab Freeplay: __________ (Limits with Upper
Push-pull Rod Connected and Lower Push-pull
Rod Disconnected: ±0.021 inch)
j. Perform the ELEVATOR TRIM TAB FREEPLAY
Elevator Trim Tab Freeplay: ___________ (Limits with
Left Elevator Trim Tab-Inboard Push-pull Rod
Connected and Left Elevator Trim Tab-Outboard
Push-pull Rod Disconnected: ±0.006 inch)
Elevator Trim Tab Freeplay: ___________ (Limits with
Left Elevator Trim Tab-Outboard Push-pull Rod
Connected and Left Elevator Trim Tab-Inboard
Elevator Trim Tab Freeplay: __________ (Limits with
Right Elevator Trim Tab-Inboard Push-pull Rod
Connected and Right Elevator Trim Tab-Outboard
Elevator Trim Tab Freeplay: __________ (Limits with Right
Elevator Trim Tab-Outboard Push-pull Rod
Connected and Right Elevator Trim Tab-Inboard
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k. Perform the RUDDER TRIM TAB FUNCTIONAL
Turn the cockpit pedestal rudder trim control knob counter
clockwise to the full nose left position and verify
the rudder trim tab moves to the trailing edge right
Rudder Trim Tab Travel Full Nose Left:______________ (Limit
15° to 16.5° tab trailing edge right)
Turn the cockpit pedestal rudder trim control knob clockwise to
the full nose right position and verify the rudder
trim tab moves to the trailing edge left direction.
Check that the system moves smoothly with no
unusual noise or binding.
Rudder Trim Tab Travel Full Nose Right:_____________ (Limit
15° to 16.5° tab trailing edge left)
l. Perform the RUDDER FUNCTIONAL CHECK
Check that the system moves smoothly with no unusual noise
or binding.
Push forward on the pilot's left rudder pedal and make sure that
the rudder moves to the trailing edge left direction.
Rudder Travel Full Nose Left: ________________________
(Limit 25° +1°/ -0° rudder trailing edge left)
Push forward on the pilot's right rudder pedal and make sure
that the rudder moves to the trailing edge right
direction.
Rudder Travel Full Nose Right: _______________________
(Limit 25° +1°/ -0° rudder trailing edge right)
m. Perform the ELEVATOR TRIM TAB FUNCTIONAL
Install rig pin in aft elevator bellcrank to position the elevator
in neutral. Rotate the elevator trim wheel on the
cockpit pedestal to align the trailing edge of the
elevator trim tabs with the trailing edge of the
elevator.
Elevator Trim Tab Wheel Neutral Check. The 0 mark on the
trim position dial must be aligned with the trim
indicator mark on the pedestal edgelighted panel:
________________ (enter Yes or No)
Rotate the cockpit pedestal elevator trim control wheel counter
clockwise to the full nose down position and verify
the elevator trim tab moves to the trailing edge up
Elevator Trim Tab Travel Full Nose Down: ______________
(Limit 5.5° to 6° tab trailing edge up)
Rotate the cockpit pedestal elevator trim control wheel
clockwise to the full nose up position and verify the
elevator trim tab moves to the trailing edge down
Elevator Trim Tab Travel Full Nose Up: _____________ (Limit
16.5° to 17.5° tab trailing edge down)
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n. Perform the ELEVATOR FUNCTIONAL CHECK
Perform this check after completing all work affecting the
elevator flight control system. Check that the
system moves smoothly with no unusual noise
or binding. Move a cockpit control wheel aft and
measure the elevator trailing edge up travel.
Move the control wheel forward and measure the
elevator trailing edge down travel.
Elevator Up Travel: ___________________ (Limit 20° +1°/ -0°)
Elevator Down Travel: _________________ (Limit 14° +1°/ -0°)
6. Ventral Fin and Aft Fuselage Drains: Zone inspection
area: 312.
a. Inspect the drain holes in the ventral fin of the aft
fuselage for obstructions at the point of juncture
with the aft pressure bulkhead.
b. Check bayonet-type drain for damage and
obstruction.
7. Plumbing: Zone inspection areas: 311 and 312.
a. Inspect plumbing for leaks, cracks, damage and
attachment.
8. Deicer Boots: Zone inspection areas: 331, 351 and
352.
a. Visually check deicer boots for cracks, gaps, tears,
damage and attachment.
9. Static Ports: Zone inspection areas: 311 and 312.
a. Check and clean as necessary.
10. Outflow Valves: Zone inspection area: 281.
a. Check for operation, cleanliness and attachment.
Clean valves (Ref. Chapter 21-30-00).
11. Control Cable Seals: Zone inspection area: 281.
a. Check for damage, security, cleanliness and
lubrication.
12. Lavatory Fire Extinguisher
a. Inspect the lavatory fire extinguisher in accordance
with the Walter Kidde Aerospace Component
Maintenance Manual 26-25-04, found in the Model
Manual.
13. Autopilot (If Installed): Zone inspection areas: 311 and
312. Panel inspection areas: 311BL and 312BR.
a. Check rudder and elevator autopilot servos for
loose or worn bearings and mounting hardware.
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b. Verify that the servo mounts are securely mounted
to the airframe.
c. Visually inspect the capstan and cable for wear,
contamination and proper spool-off.
d. With the autopilot disengaged, operate each
control system through its entire range. Observe
the servo mounts for any unusual noise, binding,
backlash or other mechanical irregularities.
B. Cabin Section
Complete Step 1. Mechanic Inspector

1. Evaporator Blower Motor: Panel inspection areas:
153ATC and 173BTC.
a. Inspect brushes for wear.
C. Power Plant

LH RH
a. Inspect and clean the igniter plugs (Ref. the Pratt
Manual and Chapter 74-00-00).
3038336).
a. Inspect the oil filter for contamination. Refer to the
4. Starter-generator
a. Inspect brushes for indication of excessive wear
and damage (determine wear by observing
diagonal groove on brush). Replace as necessary.
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LH RH
b. Inspect inlet duct and blast cap for cracks,
a. Inspect as instructed in the Pratt and Whitney
PT6A-67D Engine Maintenance Manual.
Borescope inspect at this time.

241, 242 and 262.
a. Drain System. Refer to Chapter 34-11-00, 201
a. Verify operation of the Electronic Attitude
Directional Indicator (EADI) and Electronic
Horizontal Situation Indicator (EHSI) tube fans.
12-20-00).
4. Evaporator Filter: Zone inspection areas: 153 and 173.
Panel inspection areas: 153ATC and 173BTC.
a. Replace the evaporator filter (Ref. Chapter
21-52-00).
5. Pressurization System Drain Valve: Zone inspection
vacuum lines.
812.
a. Clean filter (Ref. Chapter 37-00-00).
7. Placards
8. Windshields
a. Inspect windshields for antistatic coating and
antistatic tab bonding (Ref. Chapter 56-10-00).
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b. Inspect windshield weather seal for debonding,
Flight Data Recorder (Ref. Chapter 25-60-00).
NOTE:
The following Operational Inspection procedures are to be applied during start and run of the engine:
1. Engine Controls
NOTE:

reverse unless engines are running. (a)
Check for freedom of movement, full
travel and friction lock.
friction lock.
2. Starter-generator
a. Check for output of 28.25 ±0.25 vdc using the test
24-30-00).
3. Oil
Airplane Flight Manual P/N 129-590000-3.
a. Perform the Synchrophaser Functional Check (Ref.
Chapter 61-22-00).
6. Propeller Deicer
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7. Autofeather Relays, Dump Solenoids and Pressure
Switches
8. Ground Inspection Run: Depending on the
maintenance performed and components replaced, a
GROUND PERFORMANCE CHECK procedure (Ref.
Chapter 76-10-02) may be required in lieu of this
Inspection Run. Refer to the applicable maintenance
procedures.
leaks.
9. Fuel Boost Pumps
a. Check operation of pump. Refer to the Model
1900D Airliner Approved Airplane Flight Manual
Flight Manual.
11. Fuel Firewall Shutoff Valves
28-20-05).
12. Vacuum System
a. Perform VACUUM REGULATOR VALVE
37-00-01).
21-11-00).
OVERTEMPERATURE TEST procedure(Ref.
Chapter 21-11-00).
14. Surface Deicers
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Machine
be above 50°F.
of all controls (Ref. Chapter 21-20-00).
17. Condition Lever
a. Check for clean shut down at IDLE CUT-OFF.
18. Inverter Power
24-20-00).
19. Static Dischargers
a. Perform the STATIC DISCHARGER INSPECTION
procedure (Ref. Chapter 23-60-00) on all tail
(stabilon, if installed, tailet, if installed, elevator,
rudder, and strake if installed) mounted static
dischargers.
CREW CHIEF__________________________________ ______________
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Today's Total
Previous Total
Total

O.A.T.
PA
IAS
ITT
Torque
Prop. RPM
N1 RPM
Fuel Flow
Fuel
Pressure
Oil Pressure
Oil Temp.

Action
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Action

Reason for
Replacement
Number Cycles Date
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Reason for
Replacement
Number Cycles Date
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UNSCHEDULED MAINTENANCE CHECKS - INSPECTION/CHECK
1. Operation in Areas of High Dust Content
Item Inspection Requirement Inspection Interval

1. Nose Landing Clean off and wipe dry exposed polished surfaces. Routine.
Gear Shock Strut
2. Instrument Air Replace instrument line supply filters at or before 150 As noted.
Filters hours under extremely dusty conditions.
CAUTION: Disconnect the autopilot barometric altitude sensor line before applying reverse
air pressure to pitot and static lines to prevent damage to the barometric altitude
sensor.
3. Pitot Static Lines Check for obstruction by applying reverse air 300 Hours or as
pressure (not to exceed 20 psi.) to the ends of requested.
the pitot and static lines disconnected from the
instruments.
4. Environmental Inspect for obstruction of air flow. Replace if As required.
Air Filter necessary.
2. Operating from Very Soft or Unusual Terrain

1. Tires Visually check for cuts, wear, deterioration and Routine.
inflation.
2. Main Landing
Gear
a. Shock Struts Check shock strut inflation. Perform LANDING GEAR Routine.
SHOCK ABSORBER SERVICING - INFLATION
(Ref. Chapter 32-10-00). Service as necessary.
Thoroughly clean and inspect for leaks, damage and
security. Clean exposed surface of shock strut piston
with clean cloth moistened with hydraulic fluid.
Check fluid level. Perform MAIN LANDING GEAR Every 150 hours.
SHOCK ABSORBER SERVICING (Ref. Chapter
32-10-00).
b. Wheels Remove and clean. Inspect for abrasions, cracks and Every 150 hours.
chipped rims, bearings for wear, corrosion, fretting
and bluing. Check seals for distortion, deterioration,
proper fit, security and obvious damage.
c. Brake Units Check cylinders and associated lines for obvious Routine.
damage and leaks.
Check for evidence of overheating. Every 150 hours.
Check discs for scoring, distortion, damaged plating Every 300 hours.
and evidence of overheating.
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d. Wheel wells Clean foreign material (dirt, etc.) from wheel wells. As required.
Inspect supports between main and aft spars in
upper wheel well and the lift leg attach bracket at the
main spar for deformation, cracks, etc.
3. Nose Landing
Gear
a. Wheel Check for obvious damage. Routine.
Remove and clean. Inspect for abrasions, cracks and Every 150 hours.
chipped rims, bearings for wear, corrosion, fretting
and bluing. Check seals for distortion, deterioration,
proper fit and security.
b. Shock Strut Check shock strut inflation. Perform NOSE Routine.
LANDING GEAR SHOCK ABSORBER SERVICING
- INFLATION (Ref. Chapter 32-20-00). Service as
necessary.
Thoroughly clean and inspect for leaks, damage and
security. Clean exposed surface of shock strut piston
with clean cloth moistened with hydraulic fluid.
Check fluid level. Perform NOSE LANDING GEAR Every 150 hours.
SHOCK ABSORBER SERVICING (Ref. Chapter
32-20-00).
c. Fork Check for cleanliness and obvious damage. Routine
Assembly
d. Nose Wheel Check for obvious damage, associated rods and Every 150 hours.
Steering connections for damage.
e. Actuator Check for excessive play, safety and security.
Linkage
f. Actuator Check actuator and support brackets for visible
damage and condition. Inspect bracket for loose or
missing rivets. Inspect cover and bottom assembly
of actuator for cracks at mounting lug.
4. Engine Air Check the engine inlets, ice shredders and air Routine
Intakes conditioning inlets for debris or blockage.
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3. Inspection After Hard or Overweight Landing
NOTE: A hard landing is any landing made by an airplane with a vertical decent rate greater than 600
ft/min (feet per minute) when the airplanes gross weight is less than or equal to the Maximum
Landing Weight (MLW). Closely related to a hard landing is an overweight landing, which is
defined as landing the airplane with a vertical decent rate greater than 360 ft/min (feet per
minute) when the airplanes gross weight is greater than MLW but less than Maximum Take-Off
Weight (MTOW). An overweight landing is also any landing when the airplane gross weight is
greater than MTOW.
As it is difficult to accurately determine vertical descent velocity, the following inspections, checks
and tests must be performed whenever a hard or overweight landing has been reported
or suspected. It is not possible to define specific details of the inspection procedure to be
performed after every incident due to the wide variations in weight, speed, nature, and
direction of loads that can be encountered. It is therefore recommended that before starting
the inspection the pilot is consulted for information regarding the landing conditions .
Ascertain, for example:
1. Whether the landing was straight, drifting, wing low, nose or tail heavy.
2. If any noise indicative of structural damage was heard.
3. The weight of the airplane and the fuel.
This inspection should be carried out after a hard landing and before the airplane is certified as
ready for further flight. The inspections are conducted at two levels. The first level consists of
determining if any external damage has occurred and looking for evidence of internal structural
failure. The second level is concerned with a more detailed inspection of any damaged areas
which were indicated in the findings of the first level inspection. If it is determined by the first
level inspection that there is no damage to the airplane, it is not necessary to proceed to
the second level inspection.
WARNING: Even though wrinkles in the wing or fuselage skin surface may be slight
enough to be considered as negligible, a close inspection of the internal
supporting structure may reveal serious damage.
A. First Level

1. General Determine that the airframe components (nacelles, After hard or overweight
Appearance wings, fuselage) are in their normal configuration. landing.
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2. Landing Gear Inspect tires for pressure, excessive wear, splits in After hard or overweight
the tread, bottoming out or folding over the sidewalls. landing.
Check the wheels for flat spots or cracked castings.
Check shock struts and attachment lugs for cracks.
Check shock absorbers for fluid leakage. After
removal from jacks, check main and nose shock
absorbers for proper inflation.
Inspect hydraulic brake lines for leaks.
Inspect downlock, drag link and gear door retract
linkage for damage.
Inspect landing gear actuator attachment lugs.
Inspect supports between main and aft spars in upper
wheel well and the lift leg attach bracket at the main
spar for deformation, cracks, etc.
Inspect the main and nose landing gear actuators for
external leakage.
Inspect areas around landing gear attach points.
Inspect the main landing gear drag brace support
structure as follows:
a. Place the airplane on jacks.
b. Disconnect the upper drag brace from
the airplane structure in both the LH and
RH wheel wells.
c. Inspect the upper drag brace attach bolts
(hollow "lube type" bolts) for cracks.
d. Using a flashlight and mirror, inspect all
of the drag brace support structure for
possible cracks, particularly at the lower
radius of the U-channel where it attaches
to the main spar.
e. If cracks are suspected but are not
clearly defined, the suspect area
should be fluorescent liquid penetrant
inspected, using procedures as outlined
in AC43.13-1B.
f. If cracks are found, contact Textron
Aviation Inc. Technical Support, Textron
Aviation Inc., 10511 E. Central Avenue,
Wichita, KS. 67206, and report the
findings for evaluation.
g. If no cracks are found, install the drag
brace.
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Textron Aviation Inc. recommends that airplanes having experienced severe, or hard landings or other
abnormal landing incidents which may have placed undue stress on the landing gears, are to be inspected
within the first 150 service hours after such hard landing and at each 600 service hours thereafter.
Airplanes that have received repairs in this area, upon Textron Aviation Inc. recommendations, are exempt
from this inspection except in the event of a future hard or abnormal landing incident.
3. Nacelles Inspect external skin surfaces for distortion, loose or After hard or overweight
missing rivets. landing.
Check cowling attachment fittings for alignment or
damage.
Inspect engine control cables for smooth operation.
Check plumbing and wiring for security and
attachment.
Inspect engine support mounts for cracks or structural
failure. Check tips of propellers for damage.
Check propeller spinner and back plate for evidence
of interference with cowling.
Inspect wheel well structure for damage or cracks.
Check area surrounding the landing gear attachment
points for distortion or cracks.
Inspect engine isolator mounts for mounting bracket
pin engagement. If found dislodged, inspect for
damage (Ref. Chapter 71 of the Model 1900 Airliner
Series Component Maintenance Manual). Repair or
replace the isolator mounts as required.
4. Wing Center Inspect external skin surface (upper and lower) for After hard or overweight
Section cracks, abnormal wrinkles and loose or missing rivets. landing.
Inspect plumbing, wiring and actuators for damage
Check keel, front and rear spar on the lower side of
fuselage for damage and alignment.
5. Outboard Wing Inspect external wing surface skin for cracks, After hard or overweight
Panels abnormal wrinkles and loose or missing rivets. landing.
6. Fuselage Nose Check external skin surface for cracks, abnormal After hard or overweight
Section wrinkles and loose or missing rivets. landing.
Check wheel well structure and area surrounding
gear attach point for damage.
Inspect avionics, radar antenna, wiring and plumbing
for security and attachment.
7. Fuselage Center Inspect external skin surface for cracks, abnormal After hard or overweight
Section wrinkles and loose or missing rivets. landing.
Inspect around cabin windows for structural cracks.
8. Fuselage Aft Check external skin surface the entire length for After hard or overweight
Section cracks, abnormal wrinkles and loose or missing rivets. landing.
Inspect empennage and control surfaces for freedom
of movement.
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B. Second Level
NOTE: Because shock loading may be transmitted along one structural member to another,
carefully inspect the surrounding and supporting structure in any damaged area found in
the first level inspection.

1. Landing Gear Place the airplane on jacks and check shock strut for After hard or overweight
free up and down movement. landing.
Remove the tires and inspect internally for cuts or
broken areas.
Disassemble and examine wheels for cracks or
distortion (Ref. Chapter 32 in the Component
Maintenance manual).
Visually inspect axle with 10X power Magnifying
glass. If suspect, fluorescent liquid penetrant or
magnaflux inspect.
Replace or inspect wheel bearings and perform
lubrication.
Remove and replace or magnaflux the landing gear
attach bolts, check bolt holes for cracks or elongation.
Remove and replace or magnaflux drag link bolts and
supports.
Cycle the landing gear up and down using the power
pack. Use airplane hand pump to extend landing
gear. Cycle the gear with the power pack through at
least one complete cycle before removing the airplane
from jacks.
2. Nacelles If tips of propeller have been damaged, (Ref. Pratt After hard or overweight
and Whitney PT6A-67D Engine Maintenance Manual landing.
for the engine inspection procedure for propeller
strike).
Inspect areas surrounding the engine mounts.
Check the internal structure of the wheel well for
cracks or damage.
Test plumbing and wiring for proper operation.
3. Wing Center Remove floorboards and access plates and inspect After hard or overweight
Section the front and rear spar and keel structure for evidence landing.
of deformation or structural failure.
Test plumbing, wiring, flaps, control cables, pulley
mounts, and any other system found in this area for
proper operation.
4. Outboard Wing Test plumbing and wiring for proper operation. After hard or overweight
Panels landing.
Inspect plumbing and wiring for security of attachment.
Inspect fuel cells and lines for leakage and damage.
Inspect internal structure and fuel cells through
access panels.
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5. Fuselage Nose Remove baggage compartment floorboards and After hard or overweight
Section inspect the keel structure and supporting members landing.
for damage.
Inspect wheel well structure and surrounding areas
for signs of structural failure.
Test avionics, radar antenna, plumbing and wiring for
proper operation.
6. Fuselage Center Examine stringers, frames and side walls for After hard or overweight
and Aft Section deformation or structural failure. landing.
Test plumbing and wiring for proper operation.
Inspect heating and air conditioning ducts for damage.
Examine the control cables and pulley mountings and
check for clearance from structure at pass-through
locations. Ensure a smooth operation.
7. Flight Controls Perform a flight controls, full travel, sweep inspection After hard or overweight
of the aileron, elevator and rudder primary systems. landing.
Perform a flap operational check.
REPAIR OF DAMAGE
Due to the variety and degree of structural damage which may be involved, the best repair or replacement
procedure must be based on the inspection findings of the individual airplane. If the hard landing inspection
indicates that serious structural damage has occurred, contact Textron Aviation Inc. Technical Support,
Textron Aviation Inc., 10511 E. Central Avenue, Wichita, KS. 67206, for assistance.
LOG BOOK ENTRY
Following a hard landing inspection, an entry covering the extent of inspection, the damage and the repair (if
applicable) must be noted in the airplane permanent records.
4. Inspection After Encountering Turbulent Air
NOTE: This inspection should be carried out after the airplane has been subjected to high G loading
while flying through extreme or severe turbulent air and before the airplane is returned to
service. The inspection is conducted on two levels. The first level consists of determining if
any external damage has occurred and looking for evidence of internal structural failure. The
second level is concerned with a more detailed inspection of damaged areas which were
indicated in the findings of the first level inspection. If it is determined by the first inspection that
there is no damage to the airplane, it is not necessary to proceed to the second level inspection.
Extreme - Airplane is violently tossed about and is practically impossible to control. May cause
structural damage.
Severe - Airplane may be momentarily out of control. Occupants are thrown violently against the
belts and back into the seat. Unsecured objects are tossed about.
WARNING: Even though wrinkles in the wing or fuselage skin surface may be slight
supporting structure may reveal serious damage.
A. First Level
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1. General Determine that the airframe components (nacelles, After Encountering
Appearance wings, fuselage and empennage) are in their normal Turbulent Air.
configuration.
2. Wing Center Inspect the external skin surface (upper and lower) After Encountering
Section for cracks, wrinkles and loose or missing rivets. Turbulent Air.
Inspect plumbing, wiring and actuators for damage
Check the keel and the front and rear spar on the
lower side of the fuselage for damage and alignment.
3. Nacelles Inspect external skin surfaces for wrinkles and loose After Encountering
or missing rivets. Turbulent Air.
Check cowling attachment fittings for alignment or
damage.
Inspect engine support mounts for cracks,
deformation or structural failure.
Inspect engine control cables for smooth operation
and check plumbing and wiring for security and
attachment.
Inspect structure in wheel well for damage or cracks.
Inspect engine isolator mounts for mounting bracket
pin engagement. If found dislodged, inspect for
damage (Ref. Chapter 71 of the Model 1900 Airliner
Series Component Maintenance Manual). Repair or
replace the isolator mounts as required.
4. Outboard Wing Inspect the top and bottom wing surface for cracks, After Encountering
Panels wrinkles and loose or missing rivets. Turbulent Air.
Inspect aileron, aileron tab and flaps for wrinkles or
cracks.
5. Fuselage Nose Check external skin surface for cracks, wrinkles and After Encountering
Section loose or missing rivets. Turbulent Air.
Inspect area forward of windshield for evidence of
structural deformation or failure.
Inspect avionics, antenna and components for
security and attachment.
6. Fuselage Center Inspect the entire length of the external skin surface After Encountering
Section for cracks, stress wrinkles and loose or missing rivets. Turbulent Air.
7. Fuselage Aft Inspect the entire length of the external skin surface After Encountering
Section for cracks, stress wrinkles and loose or missing rivets. Turbulent Air.
Check the empennage surfaces for damage and
freedom of movement.
Inspect for skin wrinkles at the juncture of the fuselage
and empennage.
Check controls for freedom of movement.
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B. Second Level
NOTE: Because G loading may be transmitted along one structural member to another, carefully
inspect the surrounding and supporting structure in any damaged area found in the
first level inspection.

1. Wing Center Remove floorboards and access panels and inspect After Encountering
Section the front and rear spar and keel structure for Turbulent Air.
evidence of deformation or structural failure.
Operational test plumbing, wiring, flaps, control
cables, pulley mounts and any other system found
in this area.
2. Nacelles Inspect areas surrounding the engine mounts. After Encountering
Turbulent Air.
Inspect internal structure for cracks or damage.
Operational test plumbing and wiring.
3. Outboard Wing Operational test the plumbing and wiring, flap After Encountering
Panels actuator, aileron and tab mounting. Turbulent Air.
Inspect internal structure and fuel cells through
access panel openings.
Inspect plumbing and wiring for security of
attachment.
4. Fuselage Nose Remove the floorboards and inspect the keel After Encountering
Section structure and supporting members for damage. Turbulent Air.
Examine any fixed equipment for loose, broken or
cracked mountings.
Operational test the avionics, radar antenna,
plumbing and wiring.
5. Fuselage Center Examine stringers, frames and side walls for After Encountering
and Aft Section deformation or structural failure. Turbulent Air.
Examine heating and air-conditioning ducts for
damage.
Operational test plumbing and wiring.
Examine the control cables, pulley mountings and
cable clearance at areas the cables pass through the
structure. Ensure a smooth, normal operation.
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6. Empennage Inspect elevator pushrods, torque tubes and bell After Encountering
cranks for damage. Turbulent Air.
Inspect the attachment of the vertical stabilizer spars
to the top of the fuselage for evidence of damage.
Inspect skin surfaces for condition and loose or
missing rivets.
Check structure for cracks, loose or missing rivets
and/or concealed damage.
Check rudder for freedom of movement and
attachment.
Check elevator for freedom of movement and
attachment.
Check trim tab actuators for smoothness of
operation and attachment. Check the wiring of the
electrical trim tab actuator for connection, security of
attachment and condition. Check the electrical trim
tab actuator for full travel and security of attachment.
REPAIR OF DAMAGE
procedure must be based on the inspection findings of the individual airplane. If the turbulent air inspection
LOG BOOK ENTRY
Following a turbulent air inspection, an entry covering the extent of inspection, the damage and the repair (if
applicable) must be noted in the airplane permanent records.
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5. Inspection After Lightning Strike
CAUTION: Following a confirmed lightning strike to a propeller, it must be removed,

disassembled, and inspected. Refer to the Special Inspections section of
Hartzell Propeller Inc.'s Standard Practices Manual, No. 202A or subsequent
revision. This manual may be found in Chapter 61 of the Model 1900 Airliner
Series Component Maintenance Manual.

1. Propeller Lightning strikes usually enter the metal erosion After Lightning Strike.
shield directly. The charge travels through the
erosion shield generally exiting at the butt end where
it enters the next conductive element in the path. If
a lightning strike is present, a darkened area and
possible pitting, usually in proximity of the tip and at
the most inboard end of the metal erosion shield,
will be noticeable.
Whenever the propeller has been struck by lightning,
the propeller governors must be replaced or
overhauled. Refer to Woodward Service Bulletin No.
33574B or subsequent.
2. Engines Inspect as instructed in the Pratt and Whitney
PT6A-67D Engine Maintenance Manual.
3. Fuselage, Carefully inspect the exterior of the airplane. After Lightning Strike.
Empennage and Evidence of a strike will usually appear as a burned
Wing Surfaces hole or as a series of burned holes in metallic
surfaces. Plastic parts may be delaminated and/or
deformed due to high internal pressures. Normally
two or more points will be found, the entry and the
exit points. Antennas are frequently an entry point
of lighting and should be carefully inspected for
evidence of arcing, sooting or pitting.
From the point of entry, the strike usually spreads
aft in a series of small holes or burn marks. After
the points of entry and exit are found, the structure
between these points should be carefully inspected.
Attention should be given to hinges and hinge pins
for possible pitting. Cables, pulleys, bearings, bolts
and all bonding jumpers in the area should be
inspected for possible damage. Antennas, electrical
and electronic equipment should be visually checked
for damage and functionally checked for operation.
If the strike was near the fuel vent, all plumbing
should be carefully inspected for damage. Steel
components may exhibit magnetism and require
degaussing so as not to affect compass systems.
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6. Engine Inspection After Sudden Stoppage
CAUTION: After a sudden stoppage the engine's governor, autofeathering valve or pump
must not be returned to service, they must be overhauled or replaced.

1. Engine Inspect as instructed in the Pratt and Whitney After sudden engine
PT6A-67D Engine Maintenance Manual. stoppage.
2. Propeller The propeller governor should be overhauled or
Governor replaced as instructed in Woodward Maintenance
Manual P/N 33048F or subsequent. Refer to
Woodward Service Bulletin No. 33574B or
subsequent.
3. Propeller Overhaul or replace propeller.
7. Inspection After Heavy Equipment Cargo Operation

1. Cargo Door The cargo door lower attachment lugs should have a After Heavy Equipment
LowerAttachment visual inspection after each heavy equipment cargo Cargo Operation.
LugInspection operation. Inspect for cracks, breakage, proper
alignment and security of attachment.
8. Inspection After Deployment of Landing Gear Above Critical Speed Condition
NOTE: This inspection should be carried out after the landing gear doors have been deployed at an
airspeed above the critical deployment speed and before the airplane is returned to service.
The inspection will be conducted on two levels. The first level consists of determining if any
external damage has occurred and looking for evidence of internal structural failure. The
second level is concerned with a more detailed inspection of damaged areas which were
indicated in the findings of the first level inspection. If it is determined by the first level of
inspection that there is no damage to the landing gear door and surrounding structure, it is not
necessary to proceed to the second level inspection.
WARNING: Even though wrinkles in the skin surfaces may be considered slight
supporting structure may reveal serious damage. Determine that the
surfaces are in their normal configuration when stowed or deployed.
A. First Level
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1. General Determine that the airframe components (landing After landing gear doors
Appearance gear and flaps) are in their normal configuration. have been opened above
critical speed condition.
2. Landing Gear Inspect the skin panels for wrinkles, cracks and bond
Door separation.
Inspect for loose or missing rivets, bolts, and
bearings.
Inspect hinges, linkages, fittings and support
structure for damage, alignment and security
attachments. Check required clearances and
overcenter requirements.
Check gear door free play.
B. Second Level
NOTE: Since loads may be transmitted along one structural member to another, carefully inspect
the adjacent members to any damaged element found in the first level inspection.

1. Inspection of Remove the skin panels and conduct inspection by After landing gear doors
Damaged Areas employing nondestructive test methods (acoustic, have been opened above
x-ray, and/or fluorescent liquid penetrant inspection). critical speed condition.
Inspect fastener holes for cracking. Repair or replace
as determined by the extent of the damage.
In case of missing or loose fasteners, disassemble
and inspect holes and fittings for distortion of holes
and cracking. Repair or replace accordingly as
determined by the extent of damage.
Hinges, linkages, fittings, bearings and support
structure which exhibit damage, alignment, and/or
security attachment will be disassembled if possible
and inspected. Repair or replace accordingly as
determined by extent of damage.
Inspect gear door free play after all repairs, checks
and alignments have been made. Check operation
of door from stowed through deployment. Repair
or replace accordingly as determined by extent of
damage.
REPAIR OF DAMAGE
procedure must be based on the inspection findings of the individual airplane. If the preceding inspection
LOG BOOK ENTRY
Following the inspection, an entry covering the extent of inspection, the damage and the repair (if applicable)
must be noted in the airplane permanent records.
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9. Inspection After Deployment of Flaps Above Critical Speed Condition
NOTE: This inspection should be carried out after the flaps have been deployed at an airspeed above
the critical deployment speed and before the airplane is returned to service. The inspection will
be conducted on two levels. The first level consists of determining if any external damage has
occurred and looking for evidence of internal structural failure. The second level is concerned
with a more detailed inspection of damaged areas which were indicated in the findings of
the first level inspection. If it is determined by the first level of inspection that there is no
damage to the flaps and surrounding structure, it is not necessary to proceed to the second
level inspection.
WARNING: Even though wrinkles in the skin surfaces may be considered slight
supporting structure may reveal serious damage. Determine that the
surfaces are in their normal configuration.
A. First Level

1. General Determine that the airframe components (landing After the flaps have been
Appearance gear and flaps) are in their normal configuration. actuated above critical
speed condition.
2. Flaps Inspect the skin panels for wrinkles, cracks, and bond
separation.
Inspect for loose or missing rivets, bolts, and
bearings.
Inspect tracks, screws, linkages, fittings, flap
brackets, actuators, wing brackets and support
structure for damage, alignment and security
attachment.
Check phase alignment between adjacent flaps.
Check correlation between flap position and cockpit
indicator.
B. Second Level
NOTE: Since loads maybe transmitted along one structural member to another, carefully inspect
the members adjacent to any damaged element found in the first level inspection.
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1. Inspection of Remove the skin panels and conduct inspection by After the flaps have been
Damaged Areas employing nondestructive test methods (acoustic, actuated above critical
x-ray, and/or fluorescent liquid penetrant inspection). speed condition.
Inspect fastener holes for cracking. Repair or replace
as determined by the extent of the damage.
In case of missing or loose fasteners, disassemble
and inspect holes and fittings for distortion of holes
and cracking. Repair or replace accordingly as
determined by the extent of damage.
Hinges, linkages, fittings, bearings and support
structure which exhibit damage, alignment, and/or
security attachment must be disassembled if possible
and inspected. Repair or replace accordingly as
determined by extent of damage.
Inspect hinges, linkages, fittings and support
structure for damage, alignment, and security
attachments. Check required clearances and
over-center requirements.
REPAIR OF DAMAGE
procedure must be based on the inspection findings of the individual airplane. If the preceding inspection
LOG BOOK ENTRY
Following the inspection, an entry covering the extent of inspection, the damage and the repair (if applicable)
must be noted in the airplane permanent records.
10. Inspection in the Event of a Bent Nose Steering Stop

1. Nose Landing Inspect the lower portion of the upper gear brace In the event of a bent
Gear assembly for evidence of hydraulic leaks. If leaks are steering stop.
found remove and repair or replace the nose landing
gear (Ref. Chapter 32-20-00).
2. Steering Stop If no fluid leakage is found, perform the
SupportLugs MECHANICAL STEERING NOSE GEAR STOP
REMOVAL procedure (Ref. 32-50-00) and inspect
both stop support lugs for cracks. If no cracks are
detected visually, perform the FLUORESCENT
LIQUID PENETRANT INSPECTION PROCEDURES
or the EDDY CURRENT GENERAL PROCEDURE
FOR SURFACE INSPECTIONS procedure in the
Model 1900D Airliner Structural Inspection Manual
(Ref. Chapter 20-00-00).If cracks are found remove
and repair or replace the nose landing gear (Ref.
Chapter 32-20-00). If no cracks are found perform
the MECHANICAL STEERING NOSE GEAR STOP
INSTALLATION procedure (Ref. Chapter 32-50-00).
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11. Inspection After Flight in Airspace with a Low Contamination of Volcanic Ash
NOTE: Refer to Textron Aviation Inc. Model 1900 Airliner Series Model Communique No. 94.
Textron Aviation Inc. does not recommend airplanes operate in areas of volcanic emissions.
However, if operated in low ash concentrations, limit the amount of time spent in the
environment and perform a visual inspection to include (but not limited to) the following areas
for signs of abrasion or ash contamination during pre/post-flight walk around (reference
appropriate Flight Manual):

1. Radome Visual inspect area for signs of abrasion or ash After Flight in
contamination. Airspace with a Low
Contamination of
2. Pitot probes and Visual inspect area for signs of abrasion or ash Volcanic Ash.
static ports contamination.
3. Windshield Visual inspect area for signs of abrasion or ash
contamination.
4. Leading edges Visual inspect area for signs of abrasion or ash
contamination.
5. Navigation and Visual inspect area for signs of abrasion or ash
landing lights contamination.
6. Air intakes Visual inspect area for signs of abrasion or ash
contamination.
7. Propellers Visual inspect area for signs of abrasion or ash
contamination.
8. Nacelles Visual inspect area for signs of abrasion or ash
contamination.
9. Horizontal Visual inspect area for signs of abrasion or ash
Stabilizer contamination.
10. All protruding Visual inspect area for signs of abrasion or ash
structures/ contamination.
components
(TAT probes,
antennas, etc.)
11. Any other areas Visual inspect area for signs of abrasion or ash
of the airplane contamination.
subject to impact
abrasion
NOTE: If you have additional questions or need further support, please contact your Regional Field
Representative or Textron Aviation Inc. Technical Support at 1-800-429-5372 or 316-676-3140.
Engine manufacturers have issued guidance for operations in areas where volcanic ash may be
present. Textron Aviation Inc. recommends contacting applicable engine manufacturers for specific
instructions/recommendations.
If the airplane is located in an area where volcanic ash may settle, hangar the airplane when possible. If
the airplane must be parked outside, ensure that all protective covers are installed. It should be noted that
volcanic ash is acidic and can cause corrosion damage unless properly removed. If volcanic ash has
collected on airplane surfaces or been deposited in structural cavities or low points, Textron Aviation Inc.
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recommends removal of loose ash using low pressure compressed air or vacuum equipment followed by
a thorough clear, fresh water rinse of the structure making sure to remove any pooling or standing water.
Personal Protective Equipment (PPE) should be worn, when applicable, when removing volcanic ash.
NOTE: If contamination is noted in avionics compartments, it is recommended that owners/operators

contact the applicable avionics manufacturer for guidance.
Included are references to current EUROCONTROL documentation and engine manufacturers
documentation released to date. Additional information/documentation may become available. Textron
Aviation Inc. assumes no responsibility for supplying future supplier documentation or revisions.
A. Eurocontrol Reference Links
(1) http://www.metoffice.gov.uk/aviation/vaac/vaacuk_vag.html
(2) https://www.cfmu.eurocontrol.int/PUBPORTAL/gateway/spec/index.html
(3) http://www.metoffice.gov.uk/corporate/pressoffice/2010/volcano/ashconcentration/index.html
B. Engine Manufacturer References
(1) Pratt & Whitney Canada, Special Inspection 25-2010.
C. Avionics Manufacturer References
(1) Applicable Honeywell Aerospace, Letter(s) dated April 2010.
Honeywell Letters: https://portal.honeywell.com/wps/portal/aero/products/apm
(2) Applicable Rockwell Collins Service Information.
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AIRWORTHINESS LIMITATIONS - DESCRIPTION AND OPERATION
1. At revision B2 a new Airworthiness Limitations Manual was created. Refer to Model 1900 Airliner
Series Airworthiness Limitations Manual, P/N 129-590000-133.
05-60-00 Page 1
CHAPTER
6
DIMENSIONS AND
AREAS
BEECHCRAFT®
MAINTENANCE MANUAL
LIST OF EFFECTIVE PAGES

CHAPTER-SECTION-SUBJECT PAGE DATE
06-Title Page 1
06-List of Effective Pages Page 1 May 1/2019
06-Record of Temporary Revisions
06-Contents Page 1 May 1/2019
06-10-00 Pages 1-2 May 1/2019
06-20-00 Pages 1-2 May 1/2019
06-30-00 Pages 1-7 May 1/2019
06-40-00 Pages 1-5 May 1/2019
06-50-00 Pages 1-22 May 1/2019
06 - LIST OF EFFECTIVE PAGES Page 1 of 1

© Textron Aviation Inc. May 1/2019
MAINTENANCE MANUAL

Temporary Revision
Number
BEECHCRAFT®
MAINTENANCE MANUAL
CONTENTS
AIRPLANE DIMENSIONS - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . 06-10-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 06-10-00 Page 1
AIRPLANE AREAS - DESCRIPTION AND OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 06-20-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 06-20-00 Page 1
AIRPLANE STATIONS - DESCRIPTION AND OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . 06-30-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 06-30-00 Page 1
AIRPLANE ZONES - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 06-40-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 06-40-00 Page 1
AIRPLANE ACCESS PANELS - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . 06-50-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 06-50-00 Page 1
06 - CONTENTS Page 1 of 1
BEECHCRAFT®
MAINTENANCE MANUAL
AIRPLANE DIMENSIONS - DESCRIPTION AND OPERATION
1. General
The major dimensions of the airplane are shown in Figure 1. The waterlines for the top and bottom of
the fuselage are also shown in Figure 1. See Figure 2 of 6-30-00 for the major stations of the fuselage.
See Figure 3 of 6-30-00 for wing stations, Figure 4 for nacelle stations, Figure 5 for horizontal stabilizer
stations, and Figure 6 for vertical stabilizer stations.
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Airplane Dimensions
Figure 1 (Sheet 1)
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AIRPLANE AREAS - DESCRIPTION AND OPERATION
1. General
The major areas of the airplane are shown in Figure 1.
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Airplane Areas
Figure 1 (Sheet 1)
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AIRPLANE STATIONS - DESCRIPTION AND OPERATION
1. General
To facilitate the location of various assemblies, components, areas and structural members of the airplane,
reference points are measured in inches along three axes (Ref. Figure 1). When a specific component,
assembly or structure is located in this manual by reference points it can be easily found by measuring
from known points on the airplane. The station diagrams shown in Figures 2, 3, 4 and Figure 5, illustrate
the position of these points on the airplane. The following reference points are used in this manual:
CENTERLINE (CL): A vertical plane dividing the airplane, nacelles, and engines in half longitudinally.
FUSELAGE STATION (FS): A length measurement along a perpendicular to the centerline of the airplane.
Fuselage Station 0.00 is located 14.20 inches forward of the nose radome.
WATERLINE (WL): A vertical measurement from a horizontal plane located below the bottom of the
fuselage. Waterline 0.00 is located 75.00 inches below the fuselage bottom.
BUTTOCK LINE (BL): A width measurement left or right of and parallel to the centerline. Right or Left
is added to indicate the direction from the centerline (LBL or RBL). Buttock Line 0.00 is the centerline
of the airplane.
HORIZONTAL STABILIZER STATION (HSS): A width measurement left or right of and parallel to the
centerline of the horizontal stabilizer. Stabilizer station 0.00 is the centerline of the horizontal stabilizer.
See Figure 5 for the relation of HSS 0.00 to BL 0.00.
CANTED STABILIZER STATION (CSS): A line perpendicular to the rear spar at the intersection of the
same numerical value on the VSS (Ref. Figure 6).
CANTED FUSELAGE STATION (CFS): A lofted line located at an angle to the fuselage station. The
canted fuselage station location is determined by the fuselage station located at the intersection of the
canted station and WL 131.94.
WING STATION (WS): A width measurement left or right of and parallel to the centerline of the airplane.
Wing station 0.00 is on BL 0.00 at WL 78.25. The wing stations are perpendicular to the wing reference
plane (WRP) which inclines outboard at 6° from the horizontal plane at WS 0.00.
VERTICAL STABILIZER STATION (VSS): A vertical measurement parallel with the waterline (WL) (Ref.
Figure 6).
RUDDER STATION (RS): A line perpendicular to the rudder hinge line.
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Airplane Reference Stations

Figure 1 (Sheet 1)
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Fuselage Stations Diagram

Figure 2 (Sheet 1)
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Wing Station Diagram

Figure 3 (Sheet 1)
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Nacelle Station Diagram

Figure 4 (Sheet 1)
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Horizontal Stabilizer Station Diagram

Figure 5 (Sheet 1)
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Vertical Stabilizer Stations Diagram

Figure 6 (Sheet 1)
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MAINTENANCE MANUAL
AIRPLANE ZONES - DESCRIPTION AND OPERATION
1. General
In order to simplify the location of airplane components, aid in maintenance planning and provide a simple
way of identifying access doors and panels, the airplane has been divided into easily identifiable areas
referred to as zones (Ref Figure 1, Figure 2, and Figure 3).
These zones follow a logical arrangement with boundaries generally defined by major structural
components of the airplane, i.e. bulkheads, wing spars, ribs, major partitions, cabin floorboards, control
surface boundaries, etc.
Zone identification is provided by a three-digit number that adheres to a standardized major zone
description. The numbering sequence within these major zones will, in most instances, conform to the
following order: front to back, left to right (within the fuselage), bottom to top and inboard to outboard
(pertaining to the wing). In some instances, the zone number will be enclosed within parentheses ( ). The
parentheses indicate that the zone is on the right side of the fuselage, wing, nacelle or the stabilizer.
Zone Description
100 Lower Half of Fuselage (radome, side nose avionics
compartments, compartments under the lower
nose shelf, area below the flight compartment floor,
cabin floor and cabin seat decks to the aft pressure
bulkhead).
200 Upper Half of Fuselage (compartments above the
lower nose shelf, area above the flight compartment
floor, cabin floor and cabin seat decks to the
aft pressure bulkhead including the baggage
compartment).
300 Empennage
400 Engine Compartments, Spinners and Props
500 Left Wing
600 Right Wing
700 Landing Gear, Wheel Wells and Wheel Well Doors
800 Doors and Emergency Exits
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Fuselage Zone Diagrams

Figure 1 (Sheet 1)
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Fuselage Zone Diagrams

Figure 1 (Sheet 2)
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Flight Compartment Zones Diagram

Figure 2 (Sheet 1)
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MAINTENANCE MANUAL
Wing Zone Diagrams

Figure 3 (Sheet 1)
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MAINTENANCE MANUAL
AIRPLANE ACCESS PANELS - DESCRIPTION AND OPERATION
1. General
Various panels are located throughout the airplane to allow entry into enclosed areas for maintenance
and servicing purposes. These consist of access panels, floorboard panels, service doors and fairings.
Figures 1 through 8 locate the panels and list the components and areas accessible through each panel.
Each access panel is located and indexed with an identifying number. When the identifying number is
enclosed in parentheses (), the panel is on the right side of the fuselage, wing, nacelle or the stabilizer.
The identifying number is composed of two parts: a three-digit airplane zone number designating the
smallest zone in which the panel is located and a one to three letter suffix (Ref. 6-40-00). The first letter,
the primary identifier, in the suffix identifies the panels in sequence, i.e., inboard to outboard, front to rear,
bottom to top, starting with "A" within each zone. The second and third letter, the locator, locates the
panels in relation to the airplane, i.e., top, bottom, left, right, etc. Panels on the boundary between two
airplane zones are identified by the zone from which they are removed. Areas such as the landing
gear wheel wells, wing leading edges, nose radome, etc. are identified by the zone number only since
each of these areas is a zone in itself. For removal and installation of the individual panels, refer to the
appropriate Chapter (28, 52, 53, 55 and/or 57).
NOTE: Items marked with an asterisk (*) are present when the FA2100 Flight Data Recorder is
installed on the aircraft. Refer to the MODEL 1900D AIRLINER FLIGHT DATA RECORDER
(FA2100) MAINTENANCE MANUAL SUPPLEMENT, P/N 129-590000-109 for information on
these items if the FA2100 Flight Data Recorder is installed.
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Flight Compartment Floorboard Panels
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Figure 1 (Sheet 1)
A. Flight Compartment Floorboard Panels (Figure 1)
121AT Nose gear steering potentiometer, Brake plumbing,

Outside air temperature probe *, Pilot right rudder
pedal position potentiometer (sensor) *, Pilot
compression load cell (rudder pedal strain gage) *.
121BT Flight control bellcranks, cables and pulleys, Pilot
compression load cell (rudder pedal strain gage) *.
121CT Control cables, Hydraulic plumbing, Flight Data
Acquisition Units #3 and #4 *.
121DT Nose gear aft steering link rod end.
121ET Emergency extension hand pump.
121FT Heating duct and elevator trim cable access.
121GT Elevator trim cables.
122AT Brake plumbing, Copilot compression load cell
(rudder pedal strain gage) *.
122BT Flight control bellcranks, cables and pulleys, Anti-skid
control box, Copilot compression load cell (rudder
pedal strain gage) *.
122CT Hydraulic lines.
122DT Power steering amplifier control box and Power
steering relay panel (if installed).
122ET Elevator forward bellcrank rig pin hole and hydraulic
lines access.
122FT Flight control cables, bellcranks and pulleys access.
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Cabin Floorboard Panels

Figure 2 (Sheet 1)
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Cabin Floorboard Panels

Figure 2 (Sheet 2)
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B. Cabin Floorboard Panels (Figure 2)
131AT Air-conditioning ducts, Flight control cables.

132AT Air-conditioning ducts, Flight control cables, Water
drain valve for pressurization control vacuum line.
133ATC Parking brake valve, Electroluminescent power
supply terminal board, Thermocouple resistor, Heat
sink diode assembly, Subpanel and fuel control
panel feeder and feeder base, Circuit board feeders,
Avionics feeder, Prop synchrophaser control box,
Circuit breaker panel feeder base, Stall lift computer,
Electroluminescent power supply, No. 1 avionics bus
relay, No. 2 avionics bus relay, No. 3 avionics bus
relay, LH and RH fire detector amplifiers, Annunciator
P.C. board box assembly, Circuit breaker panel
(A187).
143ATC Deice boot valve, Hydraulic plumbing, P.C. board
card rack, Brake deice control module, No. 1 (A530)
and No. 2 (A531) Isolation PCB Module Assembly,
Cabin altitude warning switch (S117).
153ATC Pneumatic pressure regulator, Bleed air fail warning
pressure switches, Venturi suction for instrument air,
Forward vent blower and evaporator, High and low
speed blower motor relays, P.C. board relay rack.
161AT Air-conditioning ducts, Recirculating ejector, Flight
control cables, Deice distributor valve.
161BT Air-conditioning ducts, Flight control cables.
162AT Air-conditioning ducts, Duct air temperature sensor,
Conditioned air flapper valve, Flight control cables.
163ATC Main crossover electrical connector, Bleed air
warning switches.
163BTC Aileron servo for autopilot, Flap motor, Flap motor
relays, LH and RH generator panel, LH and RH
overvolt test switch, Bleed air overtemp module and
connector, Fire extinguisher monitor module and
connector, Time delay module and connector, Prop
deice timer, Air-conditioner command relay, Aileron
quadrant, Autopilot aileron servo, Bleed air manifold,
Air-conditioner receiver driver. Accelerometer - 2 (if
installed) or 3 axis *.
171AT Air-conditioning ducts, Aileron quadrant, Flight
control cables, Autopilot Elevator trim tab servo.
C. Cabin Floorboard Panels (Cont'd) (Figure 2)
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171CT Air-conditioning ducts, Flight control cables.
171DT Air-conditioning ducts, Flight control cables.
172BT Air-conditioning ducts, Pressure switches.
172CT Air-conditioning ducts, Flight control cables.
172DT Flight control cables.
173ATC Beacon light, Radio altimeter, Vapor cycle pressure
switches.
173BTC Air-conditioning ducts, Air conditioner aft vent blower,
High and low speed blower motor relay, Expansion
valve.
173CTC Air-conditioning ducts, Deice plumbing, Flight Data
Acquisition Units #5 and #6 *, Antennas, Cockpit
Voice Recorder Unit, Cockpit Voice Recorder Impact
Switch.
173DTC Air-Conditioning Ducts.
181AT Flight control and trim tab cables, Deice plumbing,
Antenna, Instrument air plumbing, Static ports.
181BT Flight control and trim tab cables, Deice plumbing.
181CT Flight control and trim tab cables, Electrical
connectors, Wire harness.
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Fuselage Access Panels

Figure 3 (Sheet 1)
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D. Fuselage Access Panels (Figure 3)
100A Radome, Weather radar, Glide slope antenna.

111AL Oxygen service.
121DBC Flight control cable, Control column position servo
potentiometer (pitch sensor) *.
173ABC Vapor cycle system service ports.
211ATC Nose landing gear retract cylinder.
281AB Waste/Drain Valve.
231AL LH upper pitot/static tube door.
231BL LH lower pitot/static tube door.
232AR RH upper pitot/static tube door.
232BR RH lower pitot/static tube door.
311A Rudder primary stops, Rudder control horn, Rudder
Push-Pull rod.
311AL LH flight control cables.
311ATC Tailcone access.
311BL LH flight control cables.
311CL Rudder horn and stop bolts.
312AR RH flight control cables.
312BR RH flight control cables and Emergency locator
transmitter.
811AL Nose avionics compartment, Vapor cycle system
reset switches. Flight Data Acquisition Unit #1 *.
812AR Nose avionics compartment, Instrument air filter,
Vacuum system regulator valve. Flight Data
Acquisition Unit #2 *.
701ABC Nose wheel door.
701CL Nose wheel well left fairing.
701BR Nose wheel well right fairing.
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MAINTENANCE MANUAL
Wing Access Panels - Top Surface

Figure 4 (Sheet 1)
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E. Wing Access Panels - Top Surface (Figure 4)
511 Pneumatic plumbing and valve, Environmental

system test and check valve, Engine control cables,
Bleed air plumbing, Deice plumbing, Air-conditioning
plumbing, Hydraulic plumbing, Electrical wiring.
611 Pneumatic plumbing and valve, Environmental
test valve, Check valve, 40° OAT limit switch,
Environmental overtemperature sensor, Pressure
regulator/shutoff valve and overpressure switch,
Landing gear and brake plumbing.
511AT Air cycle machine, Environmental systems
equipment, Hydraulic power pack, Deice plumbing,
Extend landing gear pressure transducer *.
611AT Vapor cycle system condenser and blower, Hydraulic
plumbing, Bleed air plumbing.
511BT Air cycle system fog nozzle, ACM overpressure
switch, ACM overtemperature switch.
611BT Battery.
511CT Hydraulic reservoir filler.
511DT Hydraulic service and pressure relief valve.
512AT Fuel filler cap.
612AT Flap travel limit switches.
612BT Fuel filler cap.
531 (631 ) Lens - Landing lights.
531AT (631AT) Fuel filter, Shutoff valve, Main fuel tank probe wire
harness connector.
532AT (632AT) Fuel probe, Low level sensor.
550AT (650AT) Fuel filler cap.
551 (651) Lens - Strobe lights, Recognition lights, Wing
navigation lights.
552 (652) Wing tip - Lights and wiring. LH & RH Aileron surface
position synchro transmitter (sensor)*.
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Wing Access Panels - Lower Surface

Figure 5 (Sheet 1)
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Wing Access Panels - Lower Surface

Figure 5 (Sheet 2)
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F. Wing Access Panels - Lower Surface (Figure 5)
511AB Air cycle machine, Hydraulic power pack, Bleed air

plumbing, valves. Left brake pressure transducer *,
Retract landing gear pressure transducer *.
611AB Vapor cycle condenser and blower. Right brake
pressure transducer *.
511BB Air cycle machine oil sump.
511CB Bleed air overtemperature sensor and plumbing.
512AB (612AB) Fuel plumbing.
512BB (612BB) Fuel pump, Float switch, Fuel drain valve, Water
drain valve, Flight control cables, Auxiliary fuel tank
probe harness connectors.
512CB (612CB) Fuel probe, Fuel plumbing.
512DB (612DB) Flight control cables, Flap drive shaft.
512EB (612EB) Fuel plumbing.
512FB (612FB) Flap actuator, Flight control cables.
512GB (612GB) Fuel plumbing, Union coupling.
512HB (612HB) Flight control cables and turnbuckle, Flap drive shaft.
512IB (612IB) Fuel probe, Fuel plumbing.
512JB (612JB) Flight control cables and turnbuckle, Flap drive shaft.
531AB (631AB) Fuel filter and drain, Transfer jet pump, Fuel
plumbing, Fuel low level sensor, Deice plumbing.
531BB (631BB) Fuel filter drain.
531CB (631CB) Fuel strainer, Drain valve.
531DB (631DB) Integral fuel tank.
531EB (631EB) Integral fuel tank.
532AB (632AB) Fuel probe, Electric boost pump, Jet transfer pump,
Main tank jet pump, Fuel manifold, Fuel strainer.
532BB (632BB) Integral fuel tank, Fuel strainer, Fuel plumbing, Fuel
drain.
532CB (632CB) Integral fuel tank, Fuel probe.
532DB (632DB) Integral fuel tank.
G. Wing Access Panels - Lower Surface (Cont'd) (Figure 5)
532EB (632EB) Integral fuel tank.

532FB (632FB) Integral fuel tank, Fuel probe, Fuel plumbing.
532GB (632GB) Integral fuel tank, Fuel probe, Fuel plumbing.
532HB (632HB) Flight control cables, Flap drive shaft.
532IB (632IB) Flap actuator, Flight control cables.
541AB (641AB) Integral fuel tank.
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542AB (642AB) Integral fuel tank.

542BB (642BB) Integral fuel tank.
542CB (642CB) Integral fuel tank, Fuel probe, Fuel plumbing.
542DB (642DB) Integral fuel tank, Fuel plumbing.
542EB (642EB) Integral fuel tank, Fuel plumbing.
542FB (642FB) Integral fuel tank, Fuel probe, Fuel plumbing.
542GB (642GB) Integral fuel tank, Fuel plumbing.
542HB (642HB) Integral fuel tank, Fuel plumbing.
542IB (642IB) Integral fuel tank, Fuel plumbing.
542JB (642JB) Integral fuel tank, Check valves, Fuel plumbing.
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Wing Fuselage Fillets and Fairings

Figure 6 (Sheet 1)
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H. Wing Fuselage Fillets and Fairings (Figure 6)
511ET (611CT) Pressure Plate.

512BT (612CT) Pressure Plate.
511DB (611BB) Pressure Plate.
511EB (611CB) Pressure Plate.
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Nacelle/Cowling Access Panels

Figure 7 (Sheet 1)
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I. Nacelle/Cowling Access Panels (Figure 7)
411AT (421AT) Upper forward cowling.

411BB (421BB) Lower forward cowling.
411CB (421CB) Oil cooler inlet duct.
411DB (421DB) Lower aft cowling.
412ATC (422ATC) Aft upper center cowling.
412BTC (422BTC) Oil filler.
413L (423L) Left plenum panel.
413R (423R) Right plenum panel.
414L (424R) Outboard accessory panel.
415R (425L) Lower inboard accessory panel.
416R (426L) Upper inboard accessory panel.
521AT (621AT) Electrical power distribution panel.
521BT (621BT) Nacelle upper forward removable skin.
522AT (622AT) Inverter, Inverter blower, AC circuit breakers.
522BT (622BT) Nacelle upper aft removable skin.
523ABL (623ABR) Forward outboard wheel well access.
523BBL (623BBR) Aft outboard wheel well access, Fuel plumbing,
Electrical conduit, Landing gear nut.
523CBL (623CBL) Left side of nacelle - lower nacelle access panel
(installed by Kit 118-4011-1).
523DBL (623DBR) Left side of nacelle - Main gear trunion bolt, nut and
cotter pin.
523DBR (623DBL) Right side of nacelle - Main gear trunion bolt, nut
and cotter pin.
524L External Power receptacle, External power control
circuit breaker.
702AL (703AR) Outboard main gear wheel well door.
702AR (703AL) Inboard main gear wheel well door.
523CBL (623CBL) Left side of nacelle - lower nacelle access panel
524CBR (624CBR) Right side of nacelle - lower nacelle access panel
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Horizontal and Vertical Stabilizer Access Panels

Figure 8 (Sheet 1)
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J. Horizontal and Vertical Stabilizer Access Panels (Figure 8)
331AL Rudder trim tab actuator, Rudder trim tab actuator

with rudder trim position potentiometer (sensor) *,
Flight control cables.
331BL Flight control cables.
331CL Inspection area access panel.
331DL Inspection area access panel.
331EL Inspection area access panel.
331FL Elevator Aft Bellcrank Rig Pin Access Panel.
331GL Elevator Aft Bellcrank Mount Bolt Access Panel.
332ATC Stabilizer attachment, Deice tube.
332BTC Stabilizer attachment, Deice tube, Strobe beacon.
333ATC Stabilizer attachment, Trim tab and elevator cables,
Elevator bellcrank, Elevator surface position synchro
transmitter (sensor) *.
333BTC Aft fairing, electrical wiring, Elevator surface position
synchro transmitter (sensor) *.
333CTC Lens - strobe light.
333DTC Panel 331BL access.
333ETC Panel 352ABR access.
351ATL (352ABR) Elevator trim tab cables.
351BTL (352BBR) Elevator trim tab cables, Elevator trim tab actuator,
Elevator trim tab actuator with elevator trim position
potentiometer (sensor) *.
351CTL (352CTR) Flux valve.
351DTL (352DTR) Taillet attachment (top).
351EBL (352EBR) Taillet attachment (bottom).
351FBL (352FBR) Inspection area access panel.
351GBL (352GBR) Inspection area access panel.
351HBL (352HBR) Inspection area access panel.
06-50-00 Page 22
CHAPTER
7
LIFTING AND
SHORING
BEECHCRAFT®
MAINTENANCE MANUAL

07-Title Page 1
07-00-00 Pages 1-2 May 1/2019
07-10-00 Pages 201-207 May 1/2019
07-20-00 Pages 201-202 May 1/2019

MAINTENANCE MANUAL

Temporary Revision
Number
BEECHCRAFT®
MAINTENANCE MANUAL
CONTENTS
LIFTING AND SHORING - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07-00-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07-00-00 Page 1
JACKING - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07-10-00 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07-10-00 Page 201
SHORING - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07-20-00 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07-20-00 Page 201
BEECHCRAFT®
MAINTENANCE MANUAL
LIFTING AND SHORING - GENERAL
1. General

the jacks.
servicing or maintenance should be accomplished within an enclosed
variations must be compensated for prior to jacking the airplane. Rapid
depletion of the standby battery will occur if the EFIS switches are selected
ON when the airplane is on jacks.
NOTE: It is recommended to disconnect the standby EFIS battery prior to maintenance requiring the
airplane to be put on jacks.
A. Hoisting
The airplane may be hoisted for maintenance or parts replacement. An overhead crane capable of
20 feet of vertical lift is required to lift the aircraft four feet from the ground, allowing for one foot of
vertical stretch in the nylon webbing.
NOTE: If it is necessary to hoist the airplane with one or both engines removed, use a sling
under the tail of the airplane.
A hoisting sling assembly (129-390001-1) is available from Textron Aviation Inc. This sling assembly
is designed to lift a 10,000 pound airplane, the approximate empty weight of the Model 1900D Airliner
(Ref. Figure 1).
B. Jacking
Each of the three jacks used to lift the airplane should have a lifting capacity of at least 10,000 pounds.
WARNING: Never jack the airplane in an unsheltered area where winds in

excess of 35 knots will be encountered.
CAUTION: Jacking of an airplane for the purpose of landing gear operation,

inspection, servicing or maintenance should be accomplished within an
enclosed building or hangar. In the interest of safety, should it become
necessary to jack the airplane in the open, wind velocity in any direction
and terrain variations must be compensated for prior to jacking the
airplane.
This airplane is provided with three jacking points. The forward point is on the left side of the wheel
well opening near the aft end of the nose wheel doors. The aft points are on the rear spar just inboard
of each nacelle fairing. All three points are easily identified by the placards entitled, JACK PAD. The
areas around the jack pads are unobstructed to facilitate the use of jacks.
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Airplane Hoisting Sling and Lifting Jack

Figure 1 (Sheet 1)
07-00-00 Page 2
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JACKING - MAINTENANCE PRACTICES
1. Procedures

the jacks.
variations must be compensated for prior to jacking the airplane.
A. Three-Point Jacking (Preferred Procedure)
NOTE: Each of the three jacks used to lift the airplane should have a lifting capacity of at least
10,000 pounds.

CAUTION: Position airplane on a flat, hard, oil free surface prior to any jacking
operations.Do not attempt any jacking operations outdoors during
strong, gusty winds. If the airplane must be lifted outdoors, always face
the airplane into the wind.Ensure area is clear of obstacles that could
damage the airplane during raising operations.
NOTE: If tail stand is installed, remove tail stand during jacking operations.
(1) Position a tripod jack (3) at the nose of the airplane directly under each jack pad with two of the
jack legs (4) perpendicular to the fuselage (Ref. Figure 201).
(2) Position a tripod jack (3) at each wing of the airplane directly under each jack pad with two of
the jack legs (4) parallel to the fuselage (Ref. Figure 202).
(3) Extend jack extension (1) of each jack to contact securely with its associated jack pad (Ref.
Figures 201 and 202).
CAUTION: One person should be positioned forward of the airplane to ensure

that the airplane remains level during three-point jacking.Keep the
jack follower nut within two inches of the jack shoulder at all times
during three-point jacking and lowering.
(4) Operate the wing and nose jacks together until the clearance between the tires and the ground
is at least 2 inches (51 mm).
(5) Tighten the follower nut (2) of each jack (3) against the jack shoulder and release pressure from
jack pump cylinder (6) (Ref. Figures 201 and 202).
(6) Install a tail stand (2) at the aft fuselage mooring point (1) of the airplane and bring it into secure
contact with the ground (Ref. Figure 203).
B. Lowering the Airplane After Three-Point Jacking
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WARNING: Ensure that the landing gear is in the fully down and locked
position. Failure to do so may result in injury to personnel and
damage to the airplane.
CAUTION: Ensure area is clear of obstacles that could damage the airplane during
lowering operations.Keep the jack follower nut within two inches of the
jack shoulder at all times during three-point jacking and lowering.Never
lower just one side of the airplane at a wing jack point. Imbalance could
cause the airplane to topple from the jack.
(1) Ensure that the landing gear is in the fully down and locked position.
(2) Wipe down the extended surface of each landing gear strut using a shop rag dampened with
hydraulic fluid.
CAUTION: One person should be positioned forward of the airplane to ensure

that the airplane remains level during the lowering operation.
(3) Ensure that the airplane weight is off the tail stand (2), then remove the tail stand (2) (Ref. Figure
203).
CAUTION: Keep the jack follower nut within two inches of the jack shoulder at
all times during three-point jacking and lowering.
(4) Operate jacks to loosen the jack follower nuts (2), then slowly release pressure from the jack
pump cylinder (6) to lower the airplane slowly to the ground (Ref. Figures 201 and 202).
CAUTION: Ensure that all jacks are fully retracted and that the airplane has
settled prior to jack removal. Damage to the airplane may occur.
(5) Remove the jacks (3) from under the airplane.
C. Nose Jacking
CAUTION: Position airplane on a flat, hard, oil free surface prior to nose jacking
operations.Do not attempt nose jacking operations outdoors if the wind
velocity will exceed 30 knots. If the airplane must be lifted outdoors,
always face the airplane into the wind.Ensure area is clear of obstacles
that could damage the airplane during raising operations.
(1) Set the parking brake and place airplane chocks forward and aft of the main landing gear tires.
(2) Position a tripod jack (3) at the nose of the airplane directly under the jack pad with two of the
jack legs (4) perpendicular to the fuselage (Ref. Figure 201).
(3) Extend jack extension (1) to contact securely with the jack pad (Ref. Figure 201).
all times during nose jacking and lowering.
(4) Operate the nose jack until the clearance between the tire and the ground is at least 2 inches
(51 mm).
(5) Tighten the follower nut (2) of the nose jack (3) against the jack shoulder and release pressure
from the jack pump cylinder (6) (Ref. Figure 201).
(6) Install a tail stand (2) at the aft fuselage mooring point (1) of the airplane and bring it into secure
contact with the ground (Ref. Figure 203).
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D. Lowering the Airplane After Nose Jacking
lowering operations.Ensure that the nose landing gear is in the fully
down and locked position. Failure to do so may result in injury to
personnel and damage to the airplane.Keep the jack follower nut within
two inches of the jack shoulder at all times during nose jacking and
lowering.
(1) Ensure that the nose landing gear is in the fully down and locked position.
(2) Wipe down the extended surface of the nose landing gear strut using a shop rag dampened with
hydraulic fluid.
(3) Ensure that the airplane weight is off the tail stand (2), then remove the tail stand (2) (Ref. Figure
203).
(4) Operate nose jack to loosen the jack follower nut (2), then slowly release pressure from the jack
pump cylinder (6) to lower the airplane slowly to the ground (Ref. Figure 201).
(5) Remove the jack (3) from under the airplane.
E. Single-Point Jacking (For Wheel, Tire and Brake Maintenance Only)
WARNING: This procedure is intended for wheel and brake maintenance only.
Never perform any other landing gear maintenance procedures
using the Single-Point Jacking Procedure.Never jack the airplane
in an unsheltered area where winds in excess of 35 knots will be
encountered.
NOTE: Any jack used to lift the airplane should have a lifting capacity of at least 10,000 pounds.
CAUTION: Position airplane on a flat, hard, oil free surface prior to any jacking
operations.Do not attempt any jacking operations outdoors during
strong, gusty winds. If the airplane must be lifted outdoors, always face
the airplane into the wind.Ensure area is clear of obstacles that could
damage the airplane during raising operations.
(1) Place airplane chocks forward and aft of the landing gear wheels that are not being jacked.
NOTE: In ice or snow conditions, ice-grip wheel chocks are preferred. Sandbags may be
used if ice-grip chocks are not available, or if the airplane is parked on a steel mat.
(2) Position a tripod jack (3) at the wing of the airplane directly under the jack pad with two of the
jack legs (4) parallel to the fuselage (Ref. Figure 202).
(3) Extend jack extension (1) of the jack to contact securely with its associated jack pad.
all times during jacking and lowering procedures.
(4) Install a strut limiter (2, Chart 1, Chapter 32-00-00) to the landing gear strut being worked.
(5) Operate the jack as required to raise the affected wheel until the clearance between the tires
and the ground is at least 2 inches (51 mm).
(6) Tighten the follower nut (2) of the jack (3) against the jack shoulder and release pressure from
the jack pump cylinder (Ref. Figures 202).
F. Lowering the Airplane After Single-Point Jacking
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lowering operations.
(1) Wipe down the extended surface of the landing gear strut using a shop rag dampened with
hydraulic fluid.
all times during jacking and lowering procedures.
(2) Operate jack to loosen the jack follower nut (2), then slowly release pressure from the jack pump
cylinder to lower the airplane slowly to the ground (Ref. Figure 202).
CAUTION: Ensure that the jack is fully retracted and that the airplane has
settled prior to jack removal. Damage to the airplane may occur.
(3) Remove the jack (3) from under the airplane.
(4) Remove the strut limiter from the landing gear strut.
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Nose Gear Jacking Point

Figure 201 (Sheet 1)
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Main Gear Jacking Point

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Tail Stand Location

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SHORING - MAINTENANCE PRACTICES
1. Procedures
WARNING: When an airplane has experienced abnormal landing gear

procedures of any type, as a safety precaution, place the airplane
on jacks prior to performing any inspection or maintenance.
Ensure that all three landing gears are down and locked prior to
removing the airplane from the jacks.

inspection, servicing or maintenance should be accomplished within an
and terrain variations must be compensated for prior to jacking the
airplane.
A. Hoisting
The airplane may be hoisted for maintenance or parts replacement. An overhead crane capable of
20 feet of vertical lift is required to lift the aircraft four feet from the ground, allowing for one foot of
vertical stretch in the nylon webbing.
NOTE: If it is necessary to hoist the airplane with one or both engines removed, use a sling
under the tail of the airplane.
A hoisting sling assembly (129-390001-1) is available from Textron Aviation Inc. This sling assembly
is designed to lift a 10,000 pound airplane, the approximate empty weight of the 1900D Airliner (Ref.
Figure 201).
(1) Remove all baggage and loose equipment.
(2) Remove all fuel if possible.
(3) Place the forward strap at Fuselage Station 184.25 and the aft strap at Fuselage Station 392.25.
(4) Attach the sling to the overhead crane at a position corresponding to Fuselage Station 284.00.
This lift point represents the airplane center of gravity on a standard airplane with 700 pounds of
fuel. Additional fuel will move the lift point aft. The lift point moves forward to Fuselage Station
283.00 with zero fuel.
NOTE: Guy ropes between the wing tip and lift point may be required to offset any
imbalanced weight in the wings.
(5) Gently take up slack in the hoist and lift the airplane.
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Hoisting Sling Attach Point

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CHAPTER
8
LEVELING AND
WEIGHING
BEECHCRAFT®
MAINTENANCE MANUAL

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CONTENTS
LEVELING AND WEIGHING - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 08-00-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 08-00-00 Page 1
WEIGHING AND BALANCING - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . 08-10-00 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 08-10-00 Page 201
LEVELING - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 08-20-00 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 08-20-00 Page 201
BEECHCRAFT®
MAINTENANCE MANUAL
LEVELING AND WEIGHING - GENERAL
1. General
A. Special Tools and Equipment
Special tools listed in Table 1 as meeting federal, military or supplier specifications are provided for
reference only and are not specifically required by Textron Aviation Inc. Any product conforming
to the specification listed may be used. The products included in these Tables have been tested
and approved for aviation usage by Textron Aviation Inc., by the supplier, or by compliance with
the applicable specifications. Generic or locally manufactured products which conform to the
requirements of specification may be used even though not included in the charts. Only the basic
number of each specification is listed. No attempt has been made to update the listing to the latest
revision. It is the responsibility of the technician or mechanic to determine the current revision of
the applicable specification prior to usage of the product listed. This can be done by contacting the
supplier of the product to be used.
Table 1. Special Tools
TOOL NAME PART NO. SUPPLIER USE

1. Plumb Bob 114-590025-1 Textron Aviation Inc. Leveling the airplane.
Support Assy. 9709 E. Central, Wichita,
KS 67201
08-00-00 Page 1
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WEIGHING AND BALANCING - MAINTENANCE PRACTICES
1. Procedures
A. Weighing the Airplane
Periodic weighing of the airplane may be required to keep the Basic Empty Weight current. Frequency
of weighing is to be determined by the operator. All changes to the airplane affecting the weighing
and/or balance are the responsibility of the airplane operator. A worksheet to record the weight and
balance data has been provided (Ref. Figure 201). A Dimensional Data illustration has been provided
(Ref. Figure 202).
(1) The airplane may be weighed on wheels or jack points. Three jack points are provided. One is
on the nose section of the fuselage at station 83.5 and the two main support points are on the
wing center section rear spar at station 326.1. Wheel reaction locations should be measured as
described in paragraph (6) below.
(2) Fuel should be drained preparatory to weighing. Fuel is drained from the drain ports with the
airplane in static ground attitude. After tanks are drained, 14.6 pounds of trapped fuel remains in
the airplane at fuselage station 278.6. The remainder of the unusable fuel (drainable unusable)
is 69.7 pounds at station 304.6 and must be added to a drained system to obtain the aircraft
Basic Empty Weight configuration.
(3) Engine oil must be at the full level in each tank. Total engine oil aboard when both tanks are full
is 57.5 pounds at an arm of 249.3 inches.
(4) To determine airplane configuration at time of weighing, installed equipment is checked against
the airplane equipment list or superseding forms. All equipment must be in its proper place
during weighing.
(5) The airplane must be supported on the scales in a level attitude. Leveling reference points are
located on the forward entrance door frame. Leveling is accomplished with a plumb bob or
optical methods. Jack pad weighing may require the nose gear shock to be secured in the static
position to prevent its extension. Leveling for wheel weighing may be accomplished by varying
the amounts of air in the shocks and tires.
(6) Measurement of the reaction arms for a wheel weighing is made using the nose reference point
(FS 95.89). Using a steel measuring tape, measure the distance (with the airplane level on the
scales) from the reference (a plumb bob hung from the center of the reference point) to the axle
center line of the nose gear and then from the later point to the main wheel axle center line. The
main wheel axle center line is best located by stretching a string parallel to the fuselage center
line. The locations of the wheel reactions will be approximately at an arm of 315 inches from
main wheels and 30 inches for the nose wheel.
(7) The Basic Empty Weight and Moment must include full oil and unusable fuel as well as a full
charge for any other fluid system in the airplane (e.g. hydraulic or oxygen). The appropriate
weights and moments must be added on the weighing form if any of these items are not in the
airplane as weighed. (Ref. Steps (2) & (3)). Items weighed which are not part of the empty
airplane are subtracted, e.g. usable fuel.
(8) Weighing should always be made in an enclosed area which is free from air currents. The scales
used should be properly calibrated and certified in accordance with the Bureau of Standards.
NOTE: Each new airplane is delivered with a basic empty weight and center of gravity, and
equipment list, all pertinent to that specific airplane. It is the owner's responsibility to
ensure that changes in equipment are reflected in a new weight and balance and
in an addendum to the equipment list. There are many ways of doing this; it is
suggested that a running tally of equipment changes and their effect on basic empty
weight and CG is a suitable means for meeting both requirements.
It is recommended that duplicate copies of the Basic Empty Weight and Balance sheet
and the Equipment List be made and kept in an alternate location in the event the
original handbook is misplaced.
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Basic Weight and Balance Worksheet

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Dimensional Data
08-10-00 Page 203
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LEVELING - MAINTENANCE PRACTICES
1. Procedures
A. Leveling the Airplane
The airplane can be leveled by using a precision level, a plumb bob and plumb bob support assembly
(1, Table 1, 08-00-00). The plumb bob support assembly attaches to the upper fuselage skin just aft
of the cabin door frame. A Phillips-head screw in the fuselage skin (located immediately aft of the
lower end of the cabin door) marks the plumb bob target. Figure 201 shows the plumb bob support
attachment and target screw positions.
(1) Raise the airplane on tripod jacks according to the instructions given in Chapter 7-10-00,
JACKING-MAINTENANCE PRACTICES.
(2) Place a precision level on the aft baggage compartment floorboard parallel to the wings. Raise
or lower the jack under one of the wings until the airplane is laterally level.
(3) Remove the 10-32 set screw from the upper attachment position in the fuselage skin.
(4) Insert the plumb bob support assembly into the hole that the set screw was removed from and
tighten the plum bob support assembly finger tight.
(5) Adjust the cord length through the plumb bob support assembly until the plumb bob hangs below
the fuselage. Secure the cord with the thumbscrew on the support assembly.
(6) Raise or lower the jack under the nose as required to align the plumb bob cord with the centerline
of the target screw. This will level the airplane longitudinally.
NOTE: Suspending the plumb bob in a can of engine oil will dampen its movement.
(7) Remove the plumb bob support assembly from the fuselage and install the 10-32 set screw in
the upper attachment position. Remove the level from the baggage compartment floorboards.
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Leveling the Airplane

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CHAPTER
9
TOWING AND TAXIING
BEECHCRAFT®
MAINTENANCE MANUAL

09-Title Page 1
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Temporary Revision
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CONTENTS
TOWING AND TAXIING - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 09-00-00 Page 1
Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 09-00-00 Page 1
TOWING - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 09-10-00 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 09-10-00 Page 201
TAXIING - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 09-20-00 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 09-20-00 Page 201
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MAINTENANCE MANUAL
TOWING AND TAXIING - GENERAL
NOTE: The procedures in this chapter may be used when the airplane must be moved to perform
required maintenance procedures.
CAUTION: Never use the manual tow bar with a tow vehicle.
1. Special Tools
Special tools are listed in Table 1 and illustrated in Figure 1. Those listed as meeting federal, military
or supplier specifications are provided for reference only and are not specifically required by Textron
Aviation Inc. Any product conforming to the specification listed may be used. The products included in
these Tables have been tested and approved for aviation usage by Textron Aviation Inc., by the supplier,
or by compliance with the applicable specifications. Generic or locally manufactured products which
conform to the requirements of the specification may be used even though not included in the Tables.
Only the basic number of each specification is listed. No attempt has been made to update the listing to
the latest revision. It is the responsibility of the technician or mechanic to determine the current revision
of the applicable specification prior to usage of the product listed. This can be done by contacting the
09-00-00 Page 1
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MAINTENANCE MANUAL
Table 1. Special Tools and Equipment

1. Manual Tow Bar 90-590001 Textron Aviation Inc. Move airplane manually.
Assembly 9709 E. Central, Wichita,
KS 67201
2. Tractor Tow Bar 50-590017 Textron Aviation Inc. Tow airplane with a tow
Assembly 9709 E. Central, Wichita, vehicle.
KS 67201
09-00-00 Page 2
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Special Tools
Figure 1 (Sheet 1)
09-00-00 Page 3
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TOWING - MAINTENANCE PRACTICES
1. Procedures
A. Towing
With the tow bar connected to the towing lugs on the upper torque knee fitting of the nose strut, the
airplane can be steered with the nose wheel when moving it by hand or with a tug. Although steering
is automatic when the airplane is being towed by the nose strut, someone should ride in the pilot's
seat to operate the brakes in the event of an emergency. Do not tow the airplane with rudder locks
installed, except on airplanes equipped with power steering, as severe damage to the steering linkage
can result. When using a tug, observe turn limits marked on the nose gear strut to prevent damage
to nose gear. When spotting the airplane, do not push on the propeller or control surfaces.
CAUTION: Never exceed the turning limits marked on the nose gear strut during
ground handling (Ref. Figure 201). The nose gear steering stop lugs
are designed to withstand the loads normally imposed through steering
from the cockpit, not to prevent turn limitations from being exceeded
during towing. It is possible to overcome the stop during ground handling
and damage the steering linkage and nose strut. If the steering stop
limitations are exceeded inspect the nose gear steering stop lugs for
cracks, bending or distortion (Ref. Chapter 05-50-00, INSPECTION IN
THE EVENT OF A BENT NOSE STEERING STOP).
CAUTION: Never tow or taxi with a deflated strut. Even brief towing or taxiing with
a deflated strut may cause severe damage.
(1) Turning Radius
Turning radii data is provided in Figure 202.
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Towing the Airplane

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Airplane Ground Turning Clearance

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TAXIING - MAINTENANCE PRACTICES
1. Procedures
A. Taxiing
CAUTION: Never tow or taxi with a deflated strut. Even brief towing or taxiing with
a deflated strut may cause severe damage.
(1) Turning Radius
Turning radii data is provided in Figure 201.
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Airplane Ground Turning Clearance

09-20-00 Page 202

CHAPTER
PARKING AND
MOORING
BEECHCRAFT®
MAINTENANCE MANUAL

10-Title Page 1
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CONTENTS
PARKING, MOORING, STORAGE AND RETURN TO SERVICE - GENERAL . . . . . . . . . 10-00-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-00-00 Page 1
PARKING - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-10-00 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-10-00 Page 201
STORAGE - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-10-01 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-10-01 Page 201
Airplane Preservation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-10-01 Page 201
MOORING - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-20-00 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-20-00 Page 201
RETURN TO SERVICE - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-30-00 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-30-00 Page 201
BEECHCRAFT®
MAINTENANCE MANUAL
PARKING, MOORING, STORAGE AND RETURN TO SERVICE - GENERAL
1. General
The procedures in this Chapter may be used to park and secure the airplane for any length of time with
minimum deterioration of the systems and components.
A. Special Tools and Recommended Materials
Special tools are listed in Table 1 and illustrated in Figure 1, and recommended materials are listed
in Table 2. Those listed as meeting federal, military or supplier specifications are provided for
reference only and are not specifically required by Textron Aviation Inc. Any product conforming
to the specification listed may be used. The products included in these Tables have been tested
and approved for aviation usage by Textron Aviation Inc., by the supplier, or by compliance with
the applicable specifications. GENERIC OR LOCALLY MANUFACTURED PRODUCTS WHICH
CONFORM TO THE REQUIREMENTS OF THE SPECIFICATION MAY BE USED EVEN THOUGH
NOT INCLUDED IN THE TABLES. Only the basic number of each specification is listed. No attempt
has been made to update the listing to the latest revision. It is the responsibility of the technician
or mechanic to determine the current revision of the applicable specification prior to usage of the
product listed. This can be done by contacting the supplier of the product to be used.
Tool Name Part Number Supplier Use

1. Control Surface 101-590016-7 (Primary) Textron Aviation Inc. Lock flight controls when
Gust Lock or 101-590016-13 9709 E. Central, Wichita, parked.
Assembly (Alternate) for UE-1 KS 67201
thru UE-17. UE-18 and
after use 101-590016-13
only.
2. Main Landing 114-590038-1 Textron Aviation Inc. Lock main landing gear
Gear Downlock 9709 E. Central, Wichita, down when parked.
KS 67201
3. Nose Landing 114-590038-3 Textron Aviation Inc. Lock nose landing gear
Gear Downlock 9709 E. Central, Wichita, down when parked.
KS 67201
4. Propeller Sling 114-590028-9 Textron Aviation Inc. Hold propeller from
and Exhaust 9709 E. Central, Wichita, windmilling and cover
Cover KS 67201 exhaust ports when
parked.
5. Engine Inlet 114-590029-1 Textron Aviation Inc. Protect engine air inlet
Cover 9709 E. Central, Wichita, from entry of foreign
KS 67201 objects when parked.
6. Pitot Tube LH 114-590024-7, RH Textron Aviation Inc. Protect pitot tubes from
Covers 114-590024-8 9709 E. Central, Wichita, entry of foreign objects
KS 67201 when parked.
7. Condenser Inlet 114-590023-1 Textron Aviation Inc. Protect air conditioner
Cover 9709 E. Central, Wichita, inlet from entry of foreign
KS 67201 objects when parked.
8. Hardwood Shock Fabricate locally per Hold shock struts in place
Strut Collar illustration in case of deflation of
struts when airplane is in
storage.
10-00-00 Page 1
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Table 1. Special Tools (continued)

9. Tail Stand 50-590180-23 Textron Aviation Inc. Stabilize tail of airplane
Assembly 9709 E. Central, Wichita, when in maintenance.
KS 67201
10. Main Landing 115-590023-1 Textron Aviation Inc. Hold shock struts
Gear Strut 9709 E. Central, Wichita, when airplane is in
Limiter KS 67201 maintenance.
11. Nose Landing 115-590035 Textron Aviation Inc. Hold shock struts
Gear Strut 9709 E. Central, Wichita, when airplane is in
Limiter KS 67201 maintenance.
Table 2. Recommended Materials
Material Specification Product Supplier

1. Desiccant (8-oz. MIL-D-3464, Grade 1 Obtain locally.
bags)
2. Humidity MS20003 Obtain locally.
Indicator
3. Moisture Barrier MIL-B-121 Obtain locally.
4. Preservative Oil MIL-L-6081, Grade 1010 Obtain locally.
5. Boric Acid H3B03 Obtain locally.
6. Fuel, Engine, Refer to Chapter Obtain locally.
Recommended 12-10-00 for fuel brand
and type designation
7. Light Engine Oil MIL-L-22851, Grade Obtain locally.
1100
8. Cleaning Solvent PD-680, Type III or British Stoddard Solvent Obtain locally.
Specification 245 (Mineral Spirits)
9. Corrosion MIL-C-16173, Grade 1 Petrotect Pennsylvania Refining
Preventive Co. 1686 Lisbon Rd.
Compound Cleveland, OH 44104
10. Zinc Chromate MIL-P-8585 Obtain locally.
Primer
11. Preservative MIL-H-6083 Avrex 904 Mobile Oil Corp. 150 E.
Hydraulic Fluid 42nd St. New York, NY
Royco 783C Royal Lubricants Co.
River Rd. East Hanover,
NJ 07936.
12. Hydraulic Fluid MIL-H-5606 3126 Hydraulic Fluid Exxon Co., U.S.A., Box
2180 Houston, TX 77001
PED3337 Standard Oil Co. of
California, 225 Bush
St.San Francisco, CA
84120.
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Special Tools
Figure 1 (Sheet 1)
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Special Tools
Figure 1 (Sheet 2)
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Special Tools
Figure 1 (Sheet 3)
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Special Tools
Figure 1 (Sheet 4)
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Table 2. Recommended Materials (continued)

13. Strippable Spraylat A Spraylat Corp. Mount
Protective Vernon, NY 10550
Coating
14. Adhesive Paper Protex No. 5 Mask-Off Co., 345 W.
Maple Monrovia, CA
91016
15. Engine Oil Type II(5-Centistoke Oils) Obtain locally.
16. Age Master Goodrich, 2730 West
Tyvola Rd., Charolette,
NC 28217
NOTE: For the various engine oils approved by Pratt and Whitney, refer to the latest revision or
Pratt and Whitney Service Bulletin No. 14001.
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PARKING - MAINTENANCE PRACTICES
1. Procedures
A. Parking
Set the brakes by depressing the pilot's brake pedals and pulling out the parking brake control handle.
Do not attempt to lock the parking brake by applying force to the parking brake handle. It controls a
valve only and cannot apply pressure to the brake system. To release the brakes, depress the brake
pedals and push the parking brake control handle in.
CAUTION: Do not set the parking brake during low temperatures when the
accumulation of moisture may cause the brakes to freeze, or when they
are hot from severe use.
B. Control Locks
WARNING: The flight control gust locks provided by Textron Aviation Inc.
for its products are in compliance with federal regulations to
provide an unmistakable warning to the pilot when the lock is
engaged.When necessary or desirable to use flight control gust
locks, use only the flight control gust lock assembly specified
by Textron Aviation Inc. for that particular airplane.When a flight
control gust lock assembly is used, the lock must be correctly and
fully installed, including the rudder pedal lock and throttle control
lock.
The control lock (1, Table 1, 10-00-00) consists of a U-shaped clamp and two pins connected by a
chain. The pins lock the primary flight controls and the U-shaped clamp fits around the engine power
control levers and serves to warn the pilot not to start the engines with the control locks installed. It
is important that the locks be installed or removed together to prevent the possibility of an attempt to
taxi or fly the airplane with the power levers released and the pins still installed in the flight controls.
Perform the Control Lock Installation Procedure (Ref. Chapter 27-70-00).
WARNING: Before staring the engines, remove the control locks.Remove the
control locks before towing the airplane. If towed while the rudder
lock is installed, serious damage to the steering linkage can result.
C. Landing Gear Downlocks
Landing gear downlocks (2 and 3, Table 1, 10-00-00) are provided to manually lock the main landing
gear and the nose landing gear in the down position while the airplane is on the ground. The downlocks
should be installed for safety reasons to prevent inadvertent retraction of the landing gear while the
airplane is parked. The nose gear downlock (3, Table 1, 10-00-00) is a channel that is installed over
the nose gear hydraulic actuator rod and secured with a safety pin. The main gear downlocks (2,
Table 1, 10-00-00) are installed on the forward side of the main gear drag brace and secured in place
with a safety pin installed through the lower hole of the upper drag brace and the downlock.
D. Engine Cold Weather Precautions
Frozen precipitation may be blown into the exhaust stacks if windy conditions exist and particularly if
the airplane is parked downwind without covers installed. Ice ingestion, coupled with residual engine
heat following engine shutdown, may allow water to seep by gravity flow into the compressor section
and refreeze as the engine cools down and becomes cold soaked in subfreezing temperatures.
In cold weather conditions, park the airplane into the wind if possible and install exhaust stack covers.
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CAUTION: If turbine wheel ice is suspected, monitor N1 closely during engine start.
If no N1 spool-up occurs, abort the start in order to avoid overtemp of the
starter/generator.
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STORAGE - MAINTENANCE PRACTICES
1. Procedures
A. Storage
The following procedures are designed to protect the airplane while it is scheduled to be inactive for
periods of time as outlined below. These procedures should be considered the minimum necessary to
protect the airplane. Each operator should take whatever additional steps to protect the airplane they
consider necessary. These procedures are not intended to be accomplished on airplanes that are
not flown because of extensive maintenance activities or for reasons other than scheduled periods of
inactivity.
B. Engine Preservation
Aircraft in flyable storage should have their engines run at least once per week. Refer to Pratt &
Whitney Maintenance Manual P/N 3041195, Chapter 72-00, Preservation Procedures, for detailed
instructions.
2. Airplane Preservation
A. Flight Ready Storage
MECH INSP
1. Perform the following Steps:
a. Check tires for proper inflation.
b. Install prop restraint and engine exhaust covers.
c. Install inlet covers.
d. Install air conditioner condenser plug into right inboard wing
leading edge or seal opening with barrier material.
e. Install pitot head covers.
f. Statically ground the airplane (Ref Figure 201).
g. Position nose of airplane into prevailing wind, if possible.
h. Chock both main landing gear wheels.
i. Install approved gust locks (1, Table 1, 10-00-00).
B. Short Term Storage (30 Days or Less)

Airplanes scheduled to be inactive for a period of less than 30 days, in addition to the Flight Ready
Storage preservation procedures, should perform the following Steps:
MECH INSP
1. Airframe
a. Inspect wings, wheel well and engine compartment areas for fuel
leaks. Repair all leaks.
b. Ensure main and auxiliary fuel tanks are approximately 3/4 full.
1) Prevent microbial growth in the fuel tanks by adding Biobor JF
or equivalent in sufficient quantity to maintain a concentration
of 270 PPM (3, Table 2, Chapter 12-00-00).
2) Check fuel vents are clear. Clean if blocked. Cover fuel vents
with screen mesh.
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MECH INSP
CAUTION: It is imperative that the storage areas of nickel-

cadmium batteries be separated (in different
buildings if possible) from lead acid batteries so
that no cross contamination, even from fumes, is
possible.
c. Remove battery from airplane and place in suitable storage area.
1) Clean battery compartment, quick disconnect plug, cables,
and vent hoses with a solution of 5 ounces of boric acid
dissolved in one gallon of water, then rinse with clean water
and allow to dry. Seal the battery vent tubes and cover quick
disconnect plug with barrier material. Secure with tape.
2) Seal battery compartment with barrier material and secure
with tape.
d. Fill brake reservoir and hydraulic landing gear reservoir to
operational levels. Inspect system for leaks. Repair leaks prior
to placing aircraft into storage.
e. Apply Agemaster preservative or equivalent to deicer boots and
propeller deicer boots (16, Table 2, Chapter 10-00-00).
f. Install landing gear down locks.
g. Cover air outlet port (top of aft nacelle) with barrier material.
Secure with tape.
C. Intermediate Storage (90 Days or Less)

Airplanes scheduled to be inactive for a period of less than 90 days, in addition to the Short Term
Storage preservation procedures should perform the following Steps:
MECH INSP
1. Cabin
a. Drain and clean lavatory, if installed. Reinstall empty lavatory
unit. Install placard on or near flush button that reads "LAV NOT
SERVICED. DO NOT FLUSH".
2. Propellers
CAUTION: Do not clean the propeller with Methyl Ethyl Ketone

or Methyl Propyl Ketone
a. Remove dirt, oil, and bug accumulation from propellers with water
and a soft brush. Clean propeller with water, denatured alcohol
or naphtha.
b. Wrap propeller spinner and blade bases with barrier material.
Secure with tape.
3. Avionics
a. Clean and cover any equipment sensitive to dust or moisture
and comply with any additional requirements recommended by
the manufacturer.
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MECH INSP
b. Remove all electrical cockpit displays such as EFIS and/or EHIS
displays, LCD displays for TCAS or altimeters and store in
suitable storage area preferably in a controlled environment
NOTE:
The following item may be skipped if airplane is to be stored in a hangar.
c. On 1900D airplanes equipped with WXR 350 weather radars,

install fresh desiccant in the wave guide located in the avionics
bay (1, Table 2, Chapter 10-00-00).
4. Airframe
a. Install cabin and cockpit seat covers.
NOTE:
Compliance with the following items is not required if airplane is to be stored
in a hangar.
b. Cover cabin windows with barrier material. Secure with tape.

c. Seal cockpit storm windows with barrier material. Secure with
tape.
d. Seal emergency hatches and cargo door seams with barrier
material. Secure with tape.
e. Install barrier material around radome to fuselage joint. Secure
with tape.
f. Ensure all fuselage and wing drain holes are clear. Clean if
blocked. Cover all drain holes with screen mesh. Secure with
tape.
g. Cover avionics bay door seals with barrier material. Secure with
tape.
h. Cover generator inlet scoop with barrier material. Secure with
tape.
i. Cover oil cooler inlet with barrier material. Secure with tape.
j. Moor airplane (Ref. 10-20-00).
D. Long Term Storage (90 days or Longer)

Airplanes scheduled to be inactive for a period exceeding 90 days, in addition to the Intermediate
Storage preservation procedures should perform the following Steps:
MECH INSP
1. Preparation
a. Perform the following Steps if not previously accomplished:
1) Cover cabin windows with barrier material. Secure with tape.
2) Seal cockpit storm windows with barrier material. Secure
with tape.
3) Seal emergency hatches and cargo door seams with barrier
material. Seal with tape.
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MECH INSP
4) Install barrier material around radome to fuselage joint.
Secure with tape.
5) Ensure all fuselage and wing drain holes are clear. Clean if
blocked. Cover all drain holes with screen mesh. Secure
with tape.
6) Cover avionics bay doors seals with barrier material. Secure
with tape.
7) Cover generator inlet scoop with barrier material. Secure
with tape.
8) Cover oil cooler inlet with barrier material. Secure with tape.
b. Remove windshield wipers, wrap with barrier material and
secure with tape. Store the wipers as appropriate (Ref. Chapter
30-40-00)
c. Cover windshields with barrier material. Secure with tape.
d. Clean all exposed antennas and connections.
e. Cover stall warning unit with barrier material. Ensure barrier
material does not apply pressure to the vane. Secure with tape.
f. Cover landing light and taxi light lenses with barrier material.
Secure with tape.
g. Cover ram air intake with barrier material. Secure with tape.
2. Flight Controls
a. Lubricate all hinge pins, bearings, bellcranks, chains, control rods
and quadrants. Lightly coat with corrosion preventive compound
(9, Table 2, 10-00-00).
b. Coat flap tracks and rollers with corrosion preventive compound
(9, Table 2, 10-00-00). Retract flaps.
3. Landing Gear
NOTE:
It is recommended that unserviceable tires be used on airplanes stored for
more than 90 days.
a. Clean brakes and apply coating of primer (10, Table 2, 10-00-00).
Wheel removal required.
b. Apply corrosion preventive compound (9, Table 2, 10-00-00) to
inner wheel brake keyways.
c. Touch up all spots where paint has been chipped from the wheels.
(Primer may be used for this purpose).
d. Touch up wheel bolts and nuts with corrosion preventive
compound (9, Table 2, 10-00-00)
e. Coat the exposed surfaces of the shock strut pistons and nose
gear shimmy damper piston with preservative hydraulic fluid (11,
Table 2, 10-00-00).
f. Wrap lower portion of the landing gear in barrier material. Secure
with tape.
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MECH INSP
g. Fabricate hardwood collars (8, Table 1, 10-00-00) for the strut
pistons to prevent bottoming of the struts when deflating.
h. Install collars over barrier material. Secure with tape.
CAUTION: Never tow or taxi with a deflated strut. Even brief

towing or taxiing with a deflated strut may cause
severe damage.
i. Deflate struts until they rest on the wooden collars.
E. For Airplanes Scheduled to Remain Inactive for Longer than One Year
MECH INSP
1. Perform the following Steps:
a. Remove engines for storage in containers.
b. Store propellers in protected environment.
F. For Airplanes Scheduled to Remain Inactive for Longer than Two Years
MECH INSP
1. Perform the following Step:
a. Perform internal corrosion inspection of propellers (disassembly
required).
G. In Storage Inspection
MECH INSP
1. For airplanes scheduled to remain inactive, perform the following
Steps weekly:
a. Perform a walk around inspection of the airplane.
1) Check all covers and barriers for condition and security of
attachment.
2) Check for possible external damage and FOD. Check static
wicks and flight control surface trailing edges for evidence of
lightening strikes.
3) Check for evidence of fuel leaks.
4) Check all access areas such as flight control gaps and wheel
wells for possible accumulation of debris such as bird or
insect nests.
5) Check static ground for condition and attachment.
6) Check landing gear for evidence of leaks. Do not remove
barrier material for this check.
b. Check drain sump of the fuel tanks for water and evidence of
microbiological contamination.
c. Check tires for proper inflation.
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MECH INSP
2. Perform the following Step every 30 days:
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MECH INSP
a. Apply Agemaster preservative or equivalent to propeller and
leading edge deice boots (16, Table 2, Chapter 10-00-00).
3. Perform the following Step every 90 days:
CAUTION: The airplane may be towed to accomplish this Step.

Do not tow the airplane any appreciable distance with
the struts deflated. Do not turn the nose landing gear
while moving the airplane to accomplish this step.The
airplane may be towed only as far as necessary to
rotate the tires 90 degrees.
a. To prevent flat spots from occurring, rotate wheels a minimum
of 90 degrees.
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Ground Points
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MOORING - MAINTENANCE PRACTICES
1. Procedures
A. Mooring
Three mooring eyes are provided, one on each outer main wing spar and one on the rear fuselage
between the ventral fins. To moor the airplane, chock the wheels fore and aft, install the control
lock (1, Table 1, 10-00-00) and tail stand assembly (9, Table 1, 10-00-00). Tie the airplane down at
all three mooring eye points and the landing gear torque knees on the nose and main gear. Avoid
overtightening the rear line and pulling the nose of the airplane up so far that wind will create lift on
the wings. If extreme weather is anticipated, it is advisable to nose the airplane into the wind. When
mooring the airplane, install the engine inlet and exhaust covers, pitot tube covers, air conditioning
intake scoop plug, propeller restraints, and the optional nose and main landing gear shock strut
limiters. (4,5,6,7,10 and 11, Table 1, 10-00-00).
B. Mooring For High Winds
CAUTION: High winds can cause structural damage to the airplane. therefore, if
time permits, park the airplane inside a hangar. if at all possible, move
the airplane to a safe weather area when winds above 75 knots are
expected
(1) Separate the airplane from all others by a distance slightly greater than the wing span, with the
nose mooring eye three to five feet downwind from the ground anchor.
(2) Position the airplane with its nose into the expected wind, or as nearly so as possible within
the limits determined by the fixed locations of the ground tiedown rings. If necessary, up to a
45-degree difference in direction is satisfactory.
(3) Center the nose wheel.
(4) Deflate the nose gear shock strut to within 3/4 inch of the fully deflated position and install the
tail stand assembly (9, Table 1, 10-00-00) in order to lower the nose and reduce the angle of
attack of the wings.
CAUTION: Do not attempt to tow or taxi the airplane once the nose gear shock
strut is deflated.
(5) If time permits, fill all fuel tanks to capacity.
(6) Install the nose and main gear landing gear shock strut limiters (10 and 11, Table 1, 10-00-00).
(7) Chock the wheels fore and aft with the proper size and type of wheel chock. Tie each pair
of chocks together with rope or join wooden chocks together with wooden cleats nailed to the
chocks.
(8) Tie the airplane down at all three mooring eyes and all three landing gear as shown in Figure
201, using aircraft cables 1/4 inch in diameter with two wire rope clips or bolts, or using chain
tested for a 3000-pound pull. Do not use rope. Remove all slack from the mooring lines.
(9) Place the trim tab controls in the neutral position. Place the wing flaps in the UP position.
(10) Install the gust control locks (1, Table 1, 10-00-00) as instructed in CONTROL LOCKS (Ref.
10-10-00).
(11) Perform BATTERY DISCONNECTION procedure (Ref. Chapter 24-31-00).
(12) If extremely high winds are expected, mooring security can be further increased by placing
sandbags along the wings to break up the aerodynamic flow of air over the wing, thereby
reducing the lift generated by the wing. Place the sandbags on the spar cap, distributed so that
the weight does not exceed 20 pounds per inch.
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(13) After the high winds have passed, inspect the airplane for visible signs of structural damage and
for evidence of damage from flying objects. Service the nose gear shock strut and connect the
battery.
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Mooring the Airplane

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RETURN TO SERVICE - MAINTENANCE PRACTICES
1. Procedures
A. Engine Return to Service
Refer to Pratt & Whitney Maintenance Manual P/N 3041195, Chapter 72-00, Depreservation
Procedures, for detailed instructions.
B. Flight Ready Storage (Less Than 7 Days)
Mechanic Inspector
1. No special requirements. Perform preflight inspection in
accordance with the Pilots Operating Manual/FAA Approved
Flight Manual.
2. Review airplane maintenance records to ensure airplane is in
compliance with all applicable Inspection Requirements, Service
Bulletins, Airworthiness Directives and Regulations.
C. Short Term Storage (8 - 29 Days)
Mechanic Inspector
1. Remove all tape, barrier material, covers and plugs installed
on airplane.
2. Ensure all fuselage and wing drain holes have screen mesh
material removed.
3. Install serviceable airplane battery.
4. Remove landing gear downlocks.
5. Adjust fuel levels to meet Pilots Operating Manual/FAA Approved
Flight Manual requirements.
D. Intermediate Storage (30 - 89 Days)

In addition to Short Term Storage return to service procedures, the following Steps should be
accomplished:
Mechanic Inspector
1. Remove all covers from avionics equipment, if installed.
2. Install cockpit electronic displays, if previously removed.
3. Remove all cockpit and cabin seat covers, if installed.
4. Remove all desiccant from wave guide of weather radar, if
equipped.
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Mechanic Inspector
5. Check landing gear hydraulic accumulator precharge. Service
as required (Ref. Chapter 32-30-01).
6. Service lavatory, if installed. Remove "LAV NOT SERVICED.
DO NOT FLUSH" placard.
E. Long Term Storage (More Than 90 Days)

In addition to the Intermediate Storage depreservation procedures the following Steps should be
accomplished:
Mechanic Inspector
1. Install windshield wipers.
CAUTION: Never tow or taxi with a deflated strut. Even brief towing or taxiing with a deflated
strut may cause severe damage.
2. Inflate and service landing gear struts. Remove wooden
collars from the landing gear struts (Ref. Chapter 32-10-00,
MAIN LANDING GEAR SHOCK ABSORBER SERVICING
and Chapter 32-20-00, NOSE GEAR SHOCK ABSORBER
SERVICING).
3. Clean corrosion preventative compound from the flap tracks.
4. Perform complete airplane lubrication (Ref. Chapter 12-20-00).
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PLACARDS
AND
MARKINGS
BEECHCRAFT®
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11-Title Page 1
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Temporary Revision
Number
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MAINTENANCE MANUAL
CONTENTS
PLACARDS AND MARKINGS - GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-00-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-00-00 Page 1
Required Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-00-00 Page 1
EXTERIOR PLACARDS AND MARKINGS - MAINTENANCE PRACTICES. . . . . . . . . . . . 11-20-00 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-20-00 Page 201
INTERIOR PLACARDS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-30-00 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-30-00 Page 201
BEECHCRAFT®
MAINTENANCE MANUAL
PLACARDS AND MARKINGS - GENERAL
1. General
2. Required Placards
A. Model Designation Placard
The model designation placard is located on the external fuselage (left side), below the stabilon. The
placard identifies the airplane by its model and serial number (Ref. Figure 1). Should a question
arise concerning the care of the airplane, it is important to include the airplane serial number in any
correspondence to Textron Aviation Inc.
B. Exterior Placards and Markings
The exterior placards and markings, with their locations indicated, are shown in Chapter 11-20-00.
NOTE: Any time an airplane is painted or touched up, inspect all placards and markings to
ensure that they are not covered with paint, are legible, and are securely attached.
C. Interior Placards and Limitation Markings
All required interior placards and limitation markings are listed in "Section II Limitations" of the FAA
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Model Designation Placard

Figure 1 (Sheet 1)
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EXTERIOR PLACARDS AND MARKINGS - MAINTENANCE PRACTICES
1. Procedures
The exterior placards and markings included in this chapter are those located outside of the pressurized
portion of the airplane. This includes the landing gear wheel wells, avionics compartments, nacelles, and
the exterior surface of the airplane. The opening of access panels or doors may be necessary to view
some of the placards or markings. These placards and markings provide operation instructions, servicing
instructions or safety precautions and identify areas or components on the airplane.
NOTE: Any time an airplane is painted or touched up, inspect all placards and markings to ensure that
they are not covered with paint, are legible, and are securely attached.
Figures 201, 202, 203, 204 and 205 illustrate the approximate locations of the exterior placards. Figure
206 illustrates a facsimile of each individual placard. Figure 207 illustrates exterior markings. The
external marking of each exit should include a 2-inch wide band of a contrasting color that is readily
distinguishable from the surrounding fuselage surface outlining the exit. Refer to the appropriate
Airworthiness regulations for more details.
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Exterior Placards Location (Top View)

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Exterior Placard Location (Bottom View)

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Exterior Placard Location (Left Side View)

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Exterior Placard Location (Right Side View)

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Exterior Placard Location (Front View)

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Exterior Placard Location

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Exterior Markings (UE-263 and After and UE-1 thru UE-262 that have complied with Service Bulletin No. 2727)
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MAINTENANCE MANUAL
INTERIOR PLACARDS - MAINTENANCE PRACTICES
1. Procedures
WARNING: When installing new placards, rig pin must be properly installed in the
hole to verify that the correct hole is identified.
The flight control rig pin fuselage and empennage placards are located near the applicable bellcrank in
the fuselage and empennage. These placards identify the location to install the applicable rig pin for the
flight control system being worked. These placards were installed per Field Service Kit 114-4062-0001.
Figures 201, 202, 203, 204 and 205 illustrate the approximate location of these placards.
A. Flight Control Rig Pin Fuselage and Empennage Placards
(1) Fuselage Rig Pin Placards
The fuselage rig pin placards are located in four separate locations of the fuselage. Two
placards are in the flight compartment area, one placard is located in the main fuselage area
and one placard is located in the aft fuselage area. The two placards located in the flight
compartment area are for the rudder forward bellcrank, located on the left side of the flight
compartment forward of the pilot's seat (rudder gust lock hole), and the elevator forward
bellcrank located on the right side of the flight compartment forward and left of the co-pilot's
seat under panel 122ET (Ref. Chapter 06-50-00, FLIGHT COMPARTMENT FLOORBOARD
PANELS). The placard for the aileron system is located in the main fuselage area just aft of
the main spar under panel 161BT (Ref. Chapter 06-50-00, CABIN FLOORBOARD PANELS).
The placard in the aft fuselage area is located on the right side of the rudder aft torque tube.
Access to this location is behind panel 312BR (Ref. Chapter 06-50-00, FUSELAGE ACCESS
PANELS).
(2) Empennage Rig Pin Placard
The empennage rig pin placards are for the elevator aft bellcrank located at the top aft section of
the vertical stabilizer under panel 331FL (Ref. Chapter 06-50-00, HORIZONTAL and VERTICAL
STABILIZER ACCESS PANELS). One placard is installed on the left side and one on the right
side of the vertical stabilizer.
11-30-00 Page 201

BEECHCRAFT®
MAINTENANCE MANUAL
Aileron Rig Pin Placard (Main Fuselage Area)

11-30-00 Page 202

BEECHCRAFT®
MAINTENANCE MANUAL
Rudder Forward Bellcrank Rig Pin Placard (Left Side Flight Compartment)
11-30-00 Page 203

BEECHCRAFT®
MAINTENANCE MANUAL
Elevator Forward Bellcrank Rig Pin Placard (Left Side Flight Compartment)
11-30-00 Page 204

BEECHCRAFT®
MAINTENANCE MANUAL
Elevator Aft Bellcrank Rig Pin Placard (Empennage Area)

11-30-00 Page 205

BEECHCRAFT®
MAINTENANCE MANUAL
Rudder Aft Torque Tube Rig Pin Placard (Aft Fuselage Area)
11-30-00 Page 206

CHAPTER
12
SERVICING
BEECHCRAFT®
MAINTENANCE MANUAL

12-Title Page 1
12-00-00 Pages 1-10 May 1/2019
12-10-00 Pages 201-218 May 1/2019
12-20-00 Pages 201-227 May 1/2019
12-30-00 Pages 201-206 May 1/2019

MAINTENANCE MANUAL

Temporary Revision
Number
BEECHCRAFT®
MAINTENANCE MANUAL
CONTENTS
SERVICING - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-00-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-00-00 Page 1
Replenishing the Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-00-00 Page 1
Scheduled Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-00-00 Page 1
Unscheduled Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-00-00 Page 1
Servicing Time Limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-00-00 Page 1
Special Tools and Recommended Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-00-00 Page 1
REPLENISHING - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10-00 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10-00 Page 201
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10-00 Page 201
Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10-00 Page 212
Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10-00 Page 213
Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10-00 Page 213
Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10-00 Page 213
Antiskid Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10-00 Page 213
Air Cycle Machine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10-00 Page 213
Vapor Cycle System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10-00 Page 214
Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10-00 Page 214
Airstair Door Strut Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10-00 Page 215
Externally Serviceable Toilet (Optional on UE-204 and after) . . . . . . . . . . . . . . . . . . . . 12-10-00 Page 215
SCHEDULED SERVICING - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . 12-20-00 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-20-00 Page 201
Engine External Washing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-20-00 Page 201
Cleaning Airplane Exteriors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-20-00 Page 201
Cleaning Airplane Interiors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-20-00 Page 203
Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-20-00 Page 204
UNSCHEDULED SERVICING - MAINTENANCE PRACTICES - MAINTENANCE
PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-30-00 Page 201
Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-30-00 Page 201
Remove Frost, Snow or Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-30-00 Page 201
Fire Extinguisher Agent Contamination. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-30-00 Page 206
Biocidal Agent Treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-30-00 Page 206
BEECHCRAFT®
MAINTENANCE MANUAL
SERVICING - GENERAL
1. General

jacks.
variations must be compensated for prior to jacking the airplane.
Servicing information contained in this Chapter is limited to the types of servicing that are general in
nature to the overall airplane. Servicing procedures required for installation of specific components of the
airplane are covered in the Chapter applicable to the component. Servicing required during overhaul of
the components is covered in the Model 1900 Airliner Series Component Maintenance Manual.
2. Replenishing the Systems

Chapter 12-10-00 covers information pertinent to the replenishing of fuel, oil, hydraulic fluid, tire
pressures, etc.
3. Scheduled Servicing
Chapter 12-20-00 contains information concerning lubrication of components and cleaning of the airplane
exterior and interior parts. These servicing procedures are normally performed according to time
schedules. Lubrication necessary for the performance of maintenance procedures, such as packing of
bearings in gearboxes, is covered in the Model 1900 Airliner Series Component Maintenance Manual.
Servicing, such as lubrication of spline drives or lubrication required for installation, is covered in the
Chapter applicable to the system or component being serviced.
4. Unscheduled Servicing
Chapter 12-30-00 contains information for unscheduled servicing, such as the removal of ice and snow.
5. Servicing Time Limits

Time limits for parts or components that must be serviced according to a specific time schedule are found
in Chapter 05-00-00, TIME LIMITS - MAINTENANCE CHECKS.
6. Special Tools and Recommended Materials

The special tools and recommended materials listed in Tables 1 and 2 as meeting federal, military or
supplier specifications are provided for reference only and are not specifically required by Textron Aviation
Inc. The products included in these Tables have been tested and approved for aviation use by Textron
Aviation Inc., by the supplier, or by compliance with the applicable specifications. Generic or locally
manufactured products which conform to the requirements of the specification may be used even though
not included in the Tables. Only the basic number of each specification is listed. No attempt has been
made to update the listing to the latest revision. It is the responsibility of the technician or mechanic to
determine the current revision of the applicable specification prior to using the product listed. This can be
done by contacting the supplier of the product to be used.
12-00-00 Page 1
BEECHCRAFT®
MAINTENANCE MANUAL

1. Fuel Drain Tool Ref. Figure 1 Locally fabricated Drain fuel from airplane.
2. Fuel Sump Drain 101-590020-7Ref. Figure Textron Aviation Inc. To operate the water
Wrench 1 9709 E. Central, Wichita, drain valves.
KS 67206
3. Grease Gun Alemite Z-737 Obtain locally To lubricate flush-type
Nozzle grease fittings.
4. Cargo Door 101-590053 Textron Aviation Inc. To secure the cargo door
Stabilizer 9709 E. Central, Wichita, in the open position.
KS 67206
5. Lavatory Service 10-4036-0010 or Tronair, Inc So. 1740 Externally service the
Unit equivalent Eber Road Holland, OH toilet.
43528-9794
6. Fill Connector Kit K-1044 or equivalent Tronair, Inc So. 1740 Externally service the
Eber Road Holland, OH toilet.
43528-9794
7. Dump Connector K-2029 or equivalent Tronair, Inc So. 1740 Externally service the
Kit Eber Road Holland, OH toilet.
43528-9794

1. Alcohol, TT-I-735 Obtain locally.
Isopropyl
2. Aliphatic TT-N-95 Barton Solvents Inc. 201
Naphtha S. Cedar, Valley Center,
KS 67147
3. Biocidal Agent Biobor® JF U.S. Borax & Chemical
Corp. 8600 W. Bryn
Mawr, Suite 710, N.
Chicago, IL 60631
Kathon® FP 1.5 Fuel Quantity Services
Inc. P.O. Box 1380
Flowery Branch, GA
30542-0023
4. Cleaner, Polish P-P-560 P/N 403D Permatex Co., Inc.,
Kansas City, KS 66115
5. Corrosion- MIL-C-16173 Valvoline Tectyl 502C Ashland Petroleum
Preventive Co. P.O. Box 14000
Compound Lexington, KY 40512
Braycote 137 Castrol Inc., Bray
Products Div., 16815
Von Karman Ave., Irvine,
CA 92714
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MAINTENANCE MANUAL

6. Fire Retardant Inspecta-Shield Kansas Fire Equipment,
123 S. Osage, Wichita,
KS 67211
7. Fluid, Deicing/ Type I per SAE AMS UCAR ADF Concentrate Union Carbide Customer
Anti-icing, 1424 and ISO 11075 Center, 10235 W. Little
Aircraft York Rd., Houston, TX
77040
Type I per SAE AMS UCAR ADF 50/50 Union Carbide Customer
1424 and ISO 11075 Center, 10235 W. Little
York Rd., Houston, TX
77040
Type II per SAE AMS UCAR AAF UC5.1 Union Carbide Customer
1428 and ISO 11078 Center, 10235 W. Little
77040
Type I per SAE AMS Arcoplus Arco Chemical Co.,
1424 and ISO 11075 3801 West Chester Pike,
New Town Square, PA
19073-2387
Type I per SAE AMS Kilfrost DF Arco Chemical Co.,
New Town Square, PA
19073-2387
Type II per SAE AMS Kilfrost ABC-3 Arco Chemical Co.,
New Town Square, PA
19073-2387
Type IV per SAE AMS UCAR ULTRA+ Union Carbide Customer
1428 Center, 10235 W. Little
77040
Type IV per SAE AMS OCTAGON MAX FLIGHT Octagon Process
1428 TYPE IV Inc., 596 River
Rd., Edgewater, NJ
07020-1105
Type IV per SAE AMS Clariant Safewing MP IV Clariant Corporation 625
1428 2001 E. Catawba Ave. Mount
Holly, NC 28120
Clariant GmbH
Functional Chemicals
Functional Fluids
Gendorf Site 84504
Burgkirchen, Germany
Type III per SAE AMS Obtain locally.
1428
8. Fluid, Hydraulic MIL-H-5606 3126 Exxon Co., U.S.A., Box
2180, Houston, TX 77001
12-00-00 Page 3
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MAINTENANCE MANUAL

9. Grease MIL-M-7866 Molykote Z Haskel Inc., 100 E.
Graham Place, Burbank,
CA 91502
Molykote Z Wilco Co., 4425 Bandini
Blvd., Los Angeles, CA
90023
Moly-Paul No. 4 K.S. Paul Products Ltd.,
London, England
10. Grease MIL-G-10924 Textron Aviation Inc.
Spare Parts Sales, Small
Packaging
SA826-3242 Southwest Petrochem
1400 S. Harrison Olathe,
KS 66061
11. Grease, MIL-G-21164 or Aeroshell 17 Shell Oil Co., 50th W.
Molybdenum MIL-PRF-23827 50th St., New York, NY
Disulfide 10020
Aeroshell 64 Shell Chemical CO.
One Shell Plaza, P.O.
Box 2463, Houston, TX
77001.
12. Grease, Aircraft MIL-G-23827 Super Mil Grease No. American Oil Co., 165 N.
and Instrument A72832 Canal, Chicago, Il 60606
Royco 27A Royal Lubricants Co.,
River Rd., Hanover, NJ
07936
Aeroshell 7 Shell Oil Co., One Shell
Plaza, P.O. Box 2463,
Houston, TX 77001
BP Aero Grease 31 BP Trading Limited,
Moore Lane, Britannic
House, London, E.C. 2
England
MIL-G-23827 Type II. Do Aeroshell 33 Shell Oil Co., One Shell
Not mix with Type I Plaza, P.O. Box 2463,
Houston, TX 77001
13. Grease, Wide MIL-G-81322 Mobilgrease 28 Exxon Mobil Corp., 3225
Temperature Gallows Rd., Fairfax, VA
Range 22037
Mobil Aviation Grease Exxon Mobil Corp., 3225
SHC 100 Gallows Rd., Fairfax, VA
22037
Houston, TX 77001
12-00-00 Page 4
BEECHCRAFT®
MAINTENANCE MANUAL

Royco 22 Royal Lubricants Co.,
07936
14. Grease Molykote G-n Dow Corning, S. Saginaw
Rd., Midland, MI 48641
15. Wheel Bearing Mobilux EP No. 2 (Above Exxon Mobil Corporation,
Grease -20°F) 3225 Gallows Rd.,
Fairfax, VA 22037
Chevron Polyurea EP Chevron USA Inc.,
No. 2 (Above -20°F) 575 Market St., San
Francisco, CA 94405
No. 2 (Above -20°F) 575 Market St., San
Francisco, CA 94405
Rykon No. 2 EP (Above Amoco Oil Co., 200 E.
-20°F) Randolph Dr., Chicago,
IL 60601
Amdex No. 2 EP (Above Amoco Oil Co., 200 E.
-20°F) Randolph Dr., Chicago,
IL 60601
AMSOIL (All AMSOIL, 925 Tower
temperatures) Avenue, Superior,
Wisconsin 54880
AMSOIL (GHD) (All AMSOIL, 925 Tower
temperatures) Avenue, Superior,
Wisconsin 54880
Mobil Aviation Exxon Mobil Corp., 3225
Grease SHC 100(All Gallows Rd., Fairfax, VA
temperatures) 22037
MIL-G-81322 Mobilgrease 28 Exxon Mobil Corp., 3225
Gallows Rd., Fairfax, VA
22037
16. Grease Lubriplate Aero Fiske Bros. Refining Co.,
129 Lockwood, Newark,
NJ 07105
17. Grease Lubriplate No. 130AA Fiske Bros. Refining Co.,
129 Lockwood, Newark,
NJ 07105
18. Hexane JT Baker Chemical Co.,
222 Red School Rd.,
Philipsburg, NJ 08865
Mallinckrodt, Inc.,
Science Products
Division, P.O. Box 5840,
St. Louis, MO 63134
12-00-00 Page 5
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MAINTENANCE MANUAL

19. Jet Fuel, MIL-I-27686 Jet Fuel Additive 98-2 Dow Corning Co.,
Anti-icing, Bennington, VT 05201
Additive
MIL-I-85470 High Flash Prist Van Duson Aircraft
Supplies Div., Teterboro
Airport 500 Industrial
Ave., Teterboro, NJ
07608
20. Kerosene VV-K-211 Obtain locally.
21. Lubricant, 75W MIL-L-2105 Grade 75W 2105 GR 75W Southwest Petro-Chem,
Division of WITCO, 6200
N. 16th St., Omaha, NB
68110-1005
101-380016-1 Textron Aviation Inc.
9709 E. Central, Wichita,
KS 67206
Mobil Lubricant SHC Exxon Mobil Corp., 3225
Gallows Rd., Fairfax, VA
22037
22. Lubricant, MIL-L-7870 Caltex Low Temp Oil Caltex Oil Products Co.,
General Purpose New York, NY
Low Temp
Sinclair Aircraft Orbit Sinclair Refining Co., 600
Lube Fifth Ave., New York, NY
10020
1692 Low Temp Oil Texaco Inc., 135 E. 42nd
St., New York, NY 10017
23. Lubricant, Dry MIL-L-8937 Form 7 Electro Film, Inc., 7116
Film Laurel Canyon Blvd.,
North Hollywood, CA
91605
24. Lubricant, VV-L-800 Brayco 300 Castro Inc., Bray
Preservative Products Div., 1925
N. Marianna Ave., Los
Angeles, CA 90032
P.O. Box 518 River Rd.,
E. Hanover, NJ 07936
MIL-C-81309-TY3 LPS-2 Murdock Electric &
Supply Co., 800 E.
Central, P.O. Box 2775
Wichita, KS 67201
25. Lubricant Door-Ease American Grease
Stick Co., 2651 Hout,
Muskegon, MI 49443
26. Lubricant, Molykote M-77 Dow Corning, S. Saginaw
Molykote M-77 Rd., Midland, MI 48641
12-00-00 Page 6
BEECHCRAFT®
MAINTENANCE MANUAL

American Bearing Inc.,
5th & N. Antioch, Los
Angles, CA 94509
Dixie Bearing Inc., 1826
Ionia St., Jacksonville, FL
32206
27. Oil, Air Cycle MIL-L-7808 Exxon 2389 Exxon Co. USA P.O.
Machine For Box 2180800 Bell Ave.
Alternate: Ref. Houston, TX 77252
item 41
28. Oil, Air- Suniso No. 5 Virginia Chemicals Inc.,
Conditioning 3340 W. Norfolk Rd.,
Compressor Portsmouth, VA 23703
Capella WF-100 Texaco Inc., 135 E. 42nd.
St., New York, NY 10017
29. Oil Marvel Mystery Oil Marvel Oil Co., Inc.,
331-337 N. Main St., Port
Chester, NY 10573
30. Oil, Mineral SAE 30W Obtain locally.
(Chain lubricant)
31. Oxygen, MIL-O-27210 Obtain locally.
Breathing,
Aviator's
32. Petrolatum, VV-P-236 Braycote 236 Castrol Corp., 16715 Von
Technical Karmon Ave., Irving, CA
92714
33. Sealant, Thread PST 592 Loctite Corp., 705
N. Mountain Rd.,
Newington, CT 06111
34. Sealing/Locking, 545 Loctite Corp., 705
Hydraulic N. Mountain Rd.,
Newington, CT 06111
35. Solvent, PD-680, Type III Obtain locally.
Cleaning
36. Tape, Anti-Seize, MIL-T-27730,Size 1 Obtain locally.
Sealant, Oxygen
System
37. Grease, Aeroshell 6 (Approved Shell Oil Co., One Shell
Propeller Hub for temperatures down to Plaza, P.O. Box 2463,
Lubricant -40°F) Houston, TX 77001
Aeroshell 7
Aeroshell 22 (good for
low temperatures)
Exxon 5114EP Exxon Co. USA, Box
2180, 800 Bell Ave.,
Houston TX 77252
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MAINTENANCE MANUAL
Fuel Servicing Tools

Figure 1 (Sheet 1)
12-00-00 Page 8
BEECHCRAFT®
MAINTENANCE MANUAL

Royco 22C Royal Lubricants Co.,
P.O. Box 518 River Rd.,
E. Hanover, NJ 07936
38. Grease, Airframe D5917GP Zip Aersol Products
21320 Deering Court
Canoga Park, CA 91304
39. Disinfectant MC-2000 Monogram Sanitation
800 W. Artesia Blvd P.O.
Box 9057 Compton, CA
90224-9057
40. Grease Molykote #33 Dow Corning, S. Saginaw
Light Extreme Low Rd., Midland, MI 48641
Temperature or
Dow Corning #33
Light Extreme Low
Temperature
41. Oil, Air Cycle Exxon 2380 Exxon Co. USA P.O.
Machine Box 2180800 Bell Ave.
Houston, TX 77252
42. Lubricant, Dry MIL-L-23398 Perma-Silk G Everlube Products 100
Film Cooper Circle Peachtree
City, GA 30269
Lubri-Bond 220 Everlube Products 100
Cooper Circle Peachtree
City, GA 30269
Sandstrom #238 Sandstrom Products
Company P.O. Box
547224 S. Main St. Port
Byron, IL 61275
43. Toilet Cleaner De-Germ (Liquid) Century Chemical
Products, Inc. 831
Wanda Ferndale MI.
48220
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MAINTENANCE MANUAL

DG-19 Monogram Industries,
Inc. P.O. Box 9057800
West Artesia Compton
CA. 90224
44. Corrosion MIL-C-16173, Grade 2 Petrotect Grade 2 (use Obtain Locally
Preventative only products qualified
Compound under products list 16173,
such as LPS-3)
45. Corrosion (NOTE 2) ACF-50 (Type IXA Learchem P.O.Box
Preventative and IXB Avionics 1040 Station B
Compound Grade(NOTES 1,2,3,4) Mississauga, ON L4Y
3W3 Canada Email:
http://learchem.com
NOTE 1: This is a qualified product to use, but is not purchased by Textron Aviation Inc. (TAI).
NOTE 2: This is a qualified product to use, but due to its limited durability when directly exposed to harsh
conditions, it must be reapplied frequently.
NOTE 3: This is a qualified product to be preferred for the use on exterior surfaces.
NOTE 4: This product will cause IVA Class 1 and Class 2 CICs to breakdown. If relying on IVA Class 1 and
Class 2 CICs for corrosion protection, it is not recommended for application on top of those CICs.
12-00-00 Page 10
BEECHCRAFT®
MAINTENANCE MANUAL
REPLENISHING - MAINTENANCE PRACTICES
1. Procedures
Servicing procedures included in this Chapter pertain to systems and components using fluids or gases
that can be replenished, such as the engine oil system, oxygen system, fuel system, and the hydraulic
system.
2. Fuel System
A. Water and Foreign Material Contamination
All hydrocarbon fuels contain some dissolved and some suspended water. The quantity of water
contained in the fuel depends on temperature and the type of fuel. Kerosene, with its higher aromatic
content, tends to absorb and suspend more water than aviation gasoline. Along with the water, it
will suspend rust, lint and other foreign materials longer. Given sufficient time, these suspended
contaminants will settle to the bottom of the tank. However, the settling time for kerosene is five times
that of aviation gasoline. Due to this fact, jet fuels require good fuel handling practices to assure
that the 1900D Airliner is serviced with clean fuel. If recommended ground procedures are carefully
followed, solid contaminants will settle and free water can be reduced to 30 parts per million (ppm), a
value that is currently accepted by the major airlines.
Since most suspended matter can be removed from the fuel by sufficient settling time and proper
filtration, it is not a major problem. Dissolved water has been found to be the major fuel contamination
problem. Its effects are multiplied in airplanes operating primarily in humid regions and warm climates.
Dissolved water cannot be filtered from the fuel by a micronic type filter, but can be released by
lowering the fuel temperature, such as will occur in flight. For example, a kerosene fuel may contain
65 ppm (8 ounces per 1000 gallons) of dissolved water at 80°F. When the fuel temperature is lowered
to 15°F, only about 25 ppm will remain in solution. The difference of 40 ppm will have been released
as super-cooled water droplets which need only a piece of solid contaminant or an impact shock to
convert them to ice crystals. Tests indicate that these water droplets will not settle during flight and are
pumped freely through the system. If they become ice crystals in the tank, they will not settle since the
specific gravity of ice is approximately equal to that of kerosene. 40 ppm of suspended water seems
like a very small quantity, but when added to suspended water in the fuel at the time of delivery, it is
sufficient to ice a filter. While the critical fuel temperature range is from 0 to -20°F, which produces
severe system icing, water droplets can freeze at any temperature below 32°F.
Water in jet fuel also creates an environment favorable to the growth of a microbiological sludge in
the settlement areas of the fuel tanks. This sludge, plus other contaminants in the fuel, can cause
corrosion of metal parts in the fuel system as well as clogging the fuel filters. Even though the
1900D Airliner utilizes the latest corrosion-resistant materials and techniques, the possibility of filter
clogging and corrosive attacks on various fuel system components may occur if contaminated fuels
are introduced.
Since fuel temperature and settling time affect total water content and foreign matter suspension,
contamination can be minimized by keeping equipment clean, using adequate filtration equipment
and careful water-drainage procedures, storing the fuel in the coolest areas possible, and allowing
adequate settling time. Underground storage is recommended for fuels. Filtering the fuel each time
it is transferred will minimize the quantity of suspended contaminants carried by the fuel.
B. Fuel Contamination Control
The primary means of fuel contamination control by the owner/operator is good housekeeping. This
applies not only to fuel supply, but to keeping the airplane system clean. The following is a list of
Steps that may be taken to recognize and prevent contamination problems.
(1) Know your supplier. It is impractical to assume that fuel free from contaminants will always be
available, but it is feasible to exercise precaution and be watchful for signs of fuel contamination.
(2) Assure, as much as possible, that the fuel obtained has been properly stored, that it is filtered
as it is pumped to the truck, and again as it is pumped from the truck to the airplane.
(3) Perform filter inspections to determine if sludge is present.
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(4) Maintain good housekeeping by periodically flushing the fuel tankage system. The frequency of
flushing will be determined by the climate and the presence of sludge.
(5) Use only clean fuel servicing equipment.
(6) After refueling, allow a three hour settling period whenever possible, then drain a small amount
of fuel from each water drain valve to check for the presence of water (Ref. Figure 201).
C. Fuel-Handling Safety Information
Fuel handling and maintenance on or near the fuel system when flammable fuel vapors are present
must be performed as cautiously as possible to prevent a fire or an explosion. The following safety
information must be complied with when handling fuel or during maintenance of the airplane fuel
system.
WARNING: Before fueling, the aircraft must be bonded to the fuel source to
equalize static electricity between the fuel source and the aircraft.
Grounding of the aircraft and/or fuel truck is not recommended
because it does not prevent sparks at the fuel source, and the
grounding cable may not be sufficient to discharge the electrical
current.
WARNING: The airplane and all equipment used in fueling or defueling

must be properly grounded to each other and to the ramp. This
includes defueling equipment, work stands, purging equipment,
and any powered or pneumatic devices. Equip work stands with a
personnel static discharge plate of copper or zinc, affixed in such
a position that personnel can contact the plate before coming in
contact with the airplane. High static electrical charges are created
by the contact and separation of unlike substances, or by any
sort of motion of persons or material, and are a constant source
of danger when generated in the presence of fuels or flammable
vapors. Grounding jacks are located near the fuel filler cap on
each wing and on each side of the fuselage nose section.
WARNING: Do not drain fuel tanks near the end of the working day and
allow them to stand empty overnight. It could make conducive
conditions for producing explosive vapors. If the system is not
completely empty, residual fuel drains down the sides of the
tank and forms puddles. During the night, fuel from the puddles
evaporates into the air in the tank and a critical fuel-air ratio
develops. An explosion could be set off by a spark. Avoid such a
lapse of time between draining and purging of the fuel tanks.
WARNING: Ensure that the area is well ventilated before draining fuel.
WARNING: No smoking within 50 feet of the airplane or any place where

flammable fuel vapors are present.
WARNING: Place the battery and generator switches in the OFF position.
Disconnect all electrical power from the airplane before fueling.
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WARNING: If the fuel contacts the eyes, rinse with cool, fresh water and seek
medical attention immediately. Avoid allowing fuel to contact the
skin. When contact cannot be avoided, wash with mild soap and
water.
WARNING: Visually inspect all connections and hoses for leaks. If any leaks
are indicated or develop, discontinue servicing.
CAUTION: Remove spilled fuel immediately to prevent the fuel-contaminated

surface from causing deicer boot and/or tire deterioration.Do not fill the
auxiliary fuel tanks until the main tanks are full.Avoid damage to the
deicer boots with refueling equipment or fuel spillage. The deicer boots
are made of a soft, flexible material which may be damaged if refueling
hoses, ladders or platforms are dragged across or rested against the
deicer boot surfaces.Do not rest the fuel nozzle in the filler neck of the
tanks.
D. Fuel Grades and Types
Table 201 of this Chapter gives fuel refiner's brand name, along with the corresponding designations
established by the American Petroleum Institute (API) and the American Society of Testing Material
(ASTM). The brand names are listed for ready reference and are not specifically recommended by
Textron Aviation Inc. Any product conforming to the recommended specification may be used.
Jet A, Jet A-1, Jet B, JP-4, JP-5, and JP-8 fuels may be mixed in any ratio. Aviation gasoline, grades
80 Red (formerly 80/87), 91/98, 100LL Blue (100L Green in some countries), 100 Green (formerly
100/130), and 115/145 Purple are emergency fuels and may be mixed in any ratio with the normal
fuels when necessary. However, use of the lowest octane rating available is suggested due to its
lower lead content.
CAUTION: The use of aviation gasoline shall be limited to 150 hours operation
during each Time Between Overhaul (TBO) period.
The use of gasoline as a jet fuel should be minimized wherever possible due to adverse effects to the
hot section parts and the corrosion of turbine vanes.
Table 201. Fuel Brands and Type Designations
COMPANY PRODUCT NAME DESIGNATION

American Jet Fuel Type A Jet A Jet A-1
AMERICAN OIL COMPANY
American Jet Fuel Type A-1
ATLANTIC REFINING COMPANY Arcojet-A Arcojet-A-1 Arcojet-B Jet-A Jet-A-1 Jet-B
BP TRADING COMPANY BP A.T.K BP A.T.G. Jet A-1 Jet B
CALIFORNIA TEXAS COMPANY Caltex Jet A-1 Caltex Jet B Jet A-1 Jet B
CITIES SERVICE COMPANY Turbine Type A Jet A
Conoco Jet-40 Conoco Jet-50 Jet A Jet A Jet A-1 Jet B
CONTINENTAL OIL COMPANY
Conoco Jet-60 Conoco Jet JP-4
GULF OIL COMPANY Gulf Jet A Gulf Jet A-1 Gulf Jet B Jet A Jet A-1 Jet B
Exxon Turbo Fuel A Exxon Turbo Jet A Jet A-1 Jet B
EXXON OIL COMPANY
Fuel 1-A Exxon Turbo Fuel 4
Mobil Jet A Mobil Jet A-1 Mobil Jet Jet A Jet A-1 Jet B
MOBIL OIL COMPANY
B
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Table 201. Fuel Brands and Type Designations (continued)

COMPANY PRODUCT NAME DESIGNATION
PHILLIPS PETROLEUM Philjet A-50 Philjet JP-4 Jet A Jet B
COMPANY
Purejet Turbine Fuel Type A Jet A Jet A-1
PURE OIL COMPANY
Purejet Turbine Fuel Type A-1
RICHFIELD PETROLEUM Richfield Turbine Fuel A Richfield Jet-A Jet-A-1
COMPANY Turbine Fuel A-1
Aeroshell Turbine Fuel 640 Jet A Jet A-1 Jet B
SHELL OIL COMPANY Aeroshell Turbine Fuel 650
Aeroshell Turbine Fuel JP-4
Sinclair Superjet Fuel Sinclair Jet A Jet A-1
SINCLAIR OIL COMPANY
Superjet Fuel
STANDARD OIL OF CALIFORNIA Chevron TF-1 Chevron JP-4 Jet A-1 Jet B
Standard JF A Standard JF A-1 Jet A Jet A-1 Jet B
STANDARD OIL OF KENTUCKY
Standard JF B
STANDARD OIL OF OHIO Jet A Kerosene Jet A-1 Kerosene Jet A Jet A-1
Texaco Avjet K-40 Texaco Avjet Jet A Jet A-1 Jet B
TEXACO
K-58 Texaco Avjet JP-4
UNION OIL COMPANY 76 Turbine Fuel Union JP-4 Jet A-1 Jet B
NOTE: Jet A - Aviation Kerosene Type fuel with -40°F (-40°C) Freeze Point.
Jet A-1 - Aviation Kerosene Type Fuel with -58°F (-50°C) Freeze Point.
Jet B - A low grade kerosene type fuel with a freeze point of -60°F (-51°C), similar to
MIL-T-5624 grade JP-4, which has a freeze point of -76°F (-60°C)
Table 202. Fuel Quantity - Maximum
Tank U.S. Gallon Imperial Gallon Liters

Left Main 244.60 203.67 925.81
Left Auxilliary 93.20 77.60 352.76
Right Main 244.60 203.67 925.81
Right Auxilliary 93.20 77.60 352.76
Total Capacity 675.60 562.54 2557.14
Table 203. Fuel Quantity - Usable
Tank U.S. Gallon Imperial Gallon Liters

Left Main 240.50 200.24 910.29
Left Auxiliary 92.20 76.77 348.97
Right Main 240.50 200.26 910.29
Right Auxiliary 92.20 76.77 348.97
Total Usable 665.40 554.06 2518.52
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E. Fuel Tank Filling
WARNING: All Maintenance and Service Personnel: Reference: FAA Order

8110.34, dated March 31, 1988, procedures for the use of alternate
fuels for turbine-powered aircraft.
WARNING: Switch Fueling is the practice of mixing fuels with a flashpoint

of less than 100°F (38°C) with fuels having a flashpoint of more
than 100°F or vice versa. Mixing kerosene-based JP-5, JET-A
or JET-A1 fuels with wide-cut distillants, JP-4 and JET-B, is
considered Switch Fueling. Switch Fueling changes the fuel/air
mixture flammability characteristics. When Switch Fueling must
be accomplished, fueling rates must be reduced to 1/2 of the
normal rates.
WARNING: The safety information under the heading FUEL HANDLING

SAFETY INFORMATION in this Chapter must be complied with.
(1) Statically ground the airplane to the servicing equipment and to the ramp (Ref. Figure 201).
(2) Install a nonabrasive protective pad over the deicer boot to prevent contact with the fuel servicing
hose and the work stand.
CAUTION: Do not allow any fuel to come into contact with the deicer boot.
(3) The filler caps for the auxiliary tanks are located inboard of the nacelles and aft of the main
spars. The main tank filler caps are located on the leading edges near the wing tips. To remove
the fuel filler caps, raise the handle and turn it counterclockwise to unlock the cap. Lift the cap
and remove it from the filler neck.
CAUTION: Do not rest the fuel nozzle in the filler neck of the tank.
(4) Place the fuel nozzle in the filler neck so the flapper is open. Hold the nozzle with the hands
while filling the tank.
CAUTION: Do not fly the airplane with fuel in the auxiliary tanks only, even for
flights of short duration.
(5) Fill the main tanks first, then the auxiliary tanks. Refer to Table 202 for capacities.
(6) When filling is complete, place the fuel filler cap in the filler neck with the arrow pointing forward.
Press down and turn the handle clockwise to lock the cap in place.
(7) If possible, allow the fuel to settle for three hours and then drain a small amount of fuel from
each of the sump drain valves to check for water contamination.
F. Draining the Fuel System
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WARNING: The fuel handling safety information under the heading FUEL
HANDLING SAFETY INFORMATION in this Chapter must be
complied with.
The fuel drain valve for the main tank is located immediately outboard of the lower nacelle structure
in the wing skin forward of the boost pump. The fuel drain valve for the auxiliary tank is located under
the auxiliary pump access cover. Each tank may be drained through its respective fuel drain valve, or
the auxiliary tank fuel may be pumped into the main tank and all fuel drained through the main tank
fuel drain valves (Ref. Figure 201).
(1) Before beginning the defueling operation, statically ground the airplane structure to the defueling
container and to the ramp. If the auxiliary tank is being drained, remove the pump access cover
512BB or 612BB (Ref. Chapter 6-50-00, WING ACCESS PANELS - LOWER SURFACE).
(2) Position an approved container large enough to hold the fuel that is to be drained under the drain
valve, and open the filler cap on the tank being drained.
(3) Remove the plug from the fuel drain valve and screw an AN815-12 or an AN832-12 union with
a drain line (1, Table 1, 12-00-00) into the drain valve. Screwing the union into the drain valve
will open the check valve; thus, the drain line should be in the catch container before the union
is screwed into the drain valve.
(4) When fuel stops flowing from the fuel drain valve, open the sump drain valves to drain the residual
fuel. Open the sump drain valves with a fuel sump drain wrench (2, Table 1, 12-00-00) or with a
screw driver by pushing up. Rotate the valve one half turn to lock it open.
(5) After fuel has drained to desired level ensure fuel drain valves and sump drain valves are properly
closed. Install plug on fuel drain valve (removed in Step 3) and safety wire.
(6) After refueling the affected tank ensure the fuel drain valves and sump drain valves (opened in
Steps (3) and (4)) do not leak.
G. Draining the Fuel System (Alternate Method)
WARNING: The fuel handling safety information under the heading FUEL
HANDLING SAFETY INFORMATION in this Chapter must be
complied with.
CAUTION: Do not fly the airplane with fuel in the auxiliary tanks only, even for flights
of short duration.
(1) Position an approved defueling container large enough to accommodate the amount of fuel to
be removed from the airplane and statically ground the fuel container to the ramp.
(2) Before beginning the defueling operation, statically ground the airplane structure to the defueling
container and to the ramp (Ref. Figure 201).
(3) Remove the lower accessory panel 414L and/or 424R panel as required (Ref. Chapter 6-50-00,
NACELLE/COWLING ACCESS PANELS).
(4) Place the BATT switch to the ON position and pull the applicable FIRE PULL handle to close the
firewall shutoff valve.
(5) Place the BATT switch to the OFF position.
(6) Disconnect firewall fuel hose (2) at engine driven fuel pump (1) and connect a drain line to the
firewall fuel hose. Cap the engine driven fuel pump fitting to prevent contamination (Ref. Figure
202).
(7) Perform the APPLYING GROUND POWER procedure (Ref. Chapter 24-40-00).
(8) Push in the applicable FIRE PULL handle to open the firewall shutoff valve.
NOTE: This procedure will also drain the auxiliary fuel tank by placing the AUX PUMP
switch in the AUTO position. If desired, fuel may be left in the auxiliary fuel tank
by placing the AUX PUMP switch to the OFF position.
WARNING: Do not leave the airplane unattended while defueling.

(9) Move the appropriate (LEFT or RIGHT) STANDBY PUMP toggle switch, located on the fuel
control panel on the LH sidewall, to the ON position.
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WARNING: Do not allow the standby boost pump to run without fuel
flowing for more than three minutes.
(10) To prevent overheating of the standby boost pump, visually confirm fuel is flowing into the fuel
container.
(11) When the fuel flow begins to slow, place the applicable (LEFT or RIGHT) STANDBY PUMP
toggle switch, located on the fuel control panel on the LH sidewall, to the OFF position.
NOTE: The opposite wing may be defueled without relocating the equipment by using the
fuel cross transfer system, although the rate of flow will be much slower.
It would be much faster to move the equipment to the opposite wing and repeat the
entire procedure.
(12) If no further defueling is required proceed to Step (13). If the opposite wing is to be defueled
using the cross transfer system, perform the following Steps:
(a) Position the TRANSFER FLOW toggle switch, located on the fuel control panel, toward the
wing with the defueling equipment connected.
WARNING: Do not allow the standby boost pump to run without fuel
flowing for more than three minutes.
(b) To prevent overheating of the standby boost pump, visually confirm fuel is flowing into the
fuel container.
(c) When the fuel flow begins to slow, place the TRANSFER FLOW toggle switch to the OFF
position.
(13) Pull the applicable FIRE PULL handle to close the firewall shutoff valve.
(14) Disconnect the drain line from the firewall fuel hose (2) (Ref. Figure 202).
(15) Remove the cap from the engine driven fuel pump (1) and connect the firewall fuel hose (2).
(16) Install the lower accessory panel 414L and/or 424R panel as required (Ref. Chapter 6-50-00,
(17) Push in the applicable FIRE PULL handle to open the firewall shutoff valve.
(18) Perform the REMOVING GROUND POWER procedure (Ref. Chapter 24-40-00).
(19) Use the sump drain valves to remove remaining fuel.
H. Water Draining
Prior to flight, the fuel system should be drained of water. Allow as much time as possible before
draining to permit the water to settle and collect at the sump drain valves. All sump drain valves are
in the wing and nacelle skins (Ref. Figure 201). Open the valve with a fuel sump drain wrench (2,
Table 1, 12-00-00) or with a screwdriver. Push up on the center of the valve. To lock the valve open,
turn the valve a half turn.
Access to the collector tank fuel filter is through access door 531BB (631BB) next to the outboard
side of the nacelle and forward of the main spar. Refer to the Chapter 6-50-00 WING ACCESS
PANELS - LOWER SURFACE illustration in the AIRPLANE ACCESS PANELS - DESCRIPTION AND
OPERATION section. To open, push up and turn the valve handle counterclockwise with the slotted
end of the fuel sump drain wrench (2, Table 1, 12-00-00).
I. Fuel Additives
All JP-4 jet fuel produced in the U.S.A. is required to contain anti-icing additive conforming to MIL-
I-27686 or MIL-I-85470 (19, Table 2, 12-00-00) in concentrations of 0.10 to 0.15 volume percent.
However, all other fuels, including airplane kerosene, contain no additives.
Condensation of water in the fuel tanks increases the possibility of microbiological contamination of
the fuel, which can damage skins, coatings and sealants in the fuel tanks. The biocidal agent (3, Table
2, 12-00-00) contains biocidal and anti-fungicidal agents. Use of these additives in the fuel tanks will
reduce the possibility of contamination of the fuel and clogging of fuel filters and lines.
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These anti-icing additives and biocidal agents may be used separately or together in the fuel system
with no detrimental effect on fuel system components.
J. Anti-Icing Additive, MIL-I-27686 or MIL-I-85470
MIL-I-27686 or MIL-I-85470 Jet Fuel Anti-Icing Additive (19, Table 2, 12-00-00) is an anti-icing agent.
It should be noted that anti-icing additive does not alter the freeze point of the fuel; however, when
dissolved water separates from the fuel during a drop in temperature, the additive quickly separates
from the fuel to preferentially dissolve in the water, thereby depressing the freezing point of the water
to prevent the formation of ice in the fuel. The additive must be precisely blended into the fuel by
a metering device that permits injection of the agent into a flowing stream of fuel to ensure even
dispersal. Fuel distributors may tank or batch blend, or it may be preferred to blend at the airplane
when fueling. If the tanker truck is not equipped with a HI FLO Prist blender (Model PHF-204), it
may be necessary to carry the anti-icing and the blending device in the airplane. When blending the
anti-icing agent with fuel, the concentration of additive should not be less than 20 fluid ounces per 156
gallons of fuel or more than 20 fluid ounces per 104 gallons of fuel. When adding previously blended
fuel, the additive concentration should not be less than 0.10 percent by volume or more than 0.15
percent by volume. This additive should be used on a continuous basis.
What biocidal/antifungal properties do MIL-I-27686 OR MIL-I-85470 fuel additives have?
Fuel additives conforming to MIL-I-27686 OR MIL-I-85470 do not have any specific referenced biocidal
requirements. Prior to the mid 90's MIL-I-27686, or ethylene glycol monomethyl (EGMME) was used.
Some manufacturers (namely Prist) were able to market the anti-ice compound as microbiostat (not
microbiocide, - stat means it controls or retards growth, - cide means it kills microbes) because they
had their product certified as a pesticide. In the mid 90's, the industry transferred from the use of
MIL-I-27686 to MIL-I-85470 diethylene glycol monomethyl ether (DEGMME). It is widely believed that
DEGMME does have a retarding effect on microbial growth, but is not officially claimed by additive
manufacturers. If any fungal or microbial growth is found in the fuel system, a biocidal agent should
be used.
K. Biocidal Agent
CAUTION: Drain water prior to refueling with biocidal agent. Excessive water
concentrations in contact with excessive biocidal agent concentrations
can result in formation of solid crystalline products in a fuel system.
Biocidal agent (3, Table 2, 12-00-00) is not an anti-icing agent and is intended to be used specifically
as a fuel biocide. The compound is an extremely efficient biocidal agent and is soluble in fuel as well as
water. The biocidal agent disperses throughout the entire fuel system to even the most remote areas
soon after introduction into the system. The compound is used as a periodic preventive treatment in
concentrations of 135 parts per million (ppm) when the airplane has been operated in an environment
conducive to fungal or microbial contamination, or when such contamination is evidenced by dirty
sump drains, clogged filters, odor, or visual evidence in the tanks, etc.
CAUTION: Kathon FP 1.5 is approved for the initial shock of fuel tanks. Do not use
Kathon FP 1.5 for preventative treatment.
NOTE: Kathon FP 1.5 Suggested use is once every six months as a shock treatment.
Operating the airplane with a biocidal dosage at less than the recommended concentration
may create and environment conducive to fungal and microbial contamination.
Biobor JF in concentrations not to exceed 270 ppm, or Kathon FP 1.5 in a concentration of 100 ppm
may be used as a single dose shock treatment to clean out and sterilize a very contaminated system.
Any system that is contaminated should be treated at the concentration level for the appropriate
biocide used. When sterility is achieved, the Biobor JF at the 135 ppm level may be used. Parked
airplanes require only one treatment until fuel is burned off or replaced. The biocidal agent is not
volatile and may remain in the tank until the fuel is used.
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The preferred method of introducing biocidal agents into the fuel is by injection through a metering
device. If no metering device is available, blending may be accomplished by batch blending or by
over-the-wing blending while filling the tanks. When half of the required quantity of fuel has been
added, gradually introduce the compound directly into the stream of fuel while adding the other half
of the fuel. Complete mixing is necessary, depending upon the severity of the contamination.
Biobor JF or Kathon FP 1.5 must be used at a high enough concentration to kill, not just control the
infestation. The mixture must be able to contact the entire surface of the fuel tank interior and remain
in contact a minimum of 36 to 72 hours for Biobor JF or 12 to 72 hours for Kathon FP 1.5 to affect
the kill. The longer the time the biocide remains the better the biocide will work. During the soak time
the airplane should not be moved or the engines run. Refer to Table 204 or Table 205 for fuel ratios
for specified concentrations as an aid in blending. Tank surfaces, gages, filters and linings should be
inspected or replaced as necessary, depending upon the severity of the contamination. Be sure to
account for residual fuel in the tanks so that proper dosage is maintained.
Table 204. BIOBOR JF STERILIZATION AND MAINTENANCE TREATMENT LEVELS
TURBINE FUEL BIOBOR JF @ 270 PPM BIBOR JF @ 135 PPM

LBS. GALS. LBS. GALS. FL. OZS. LBS. GALS. FL. OZS.
670 100 0.18 0.02 2.63 0.09 0.01 1.32
1,340 200 0.36 0.04 5.26 0.18 0.02 2.63
2,010 300 0.54 0.06 7.89 0.27 0.03 3.95
2,680 400 0.72 0.08 10.53 0.36 0.04 5.26
3,350 500 0.90 0.10 13.16 0.45 0.05 6.58
6,700 1,000 1.81 0.21 26.46 0.90 0.10 13.16
13,400 2,000 3.62 0.41 52.92 1.81 0.21 26.46
16,750 2,500 4.52 0.52 66.08 2.26 0.26 33.04
33,500 5,000 9.01 1.03 132.16 4.52 0.52 66.08
67,000 10,000 18.09 2.07 264.47 9.05 1.03 132.31
NOTE: To estimate the fluid ounces of Biobor JF required to give a concentration of 270 ppm,
multiply pounds of fuel by 0.004. For 135 ppm multiply pounds of fluid by 0.002.
Density of Jet Fuel: 1 gallon weighs 6.714 pounds.
Table 205. Kathon FP 1.5 Small Tank - Treatment Ratio @ 100 ppm
System Volume Dose Volume

Gallons Liters Cubic Meters Ounces Milliliters Liters
50 189.25 0.19 0.75 22.18 0.022
100 378.50 0.38 1.5 44.36 0.044
150 567.75 0.57 2 59.14 0.059
200 757.00 0.76 2.75 81.32 0.081
250 946.25 0.95 3.5 103.50 0.103
300 1135.50 1.14 4 118.28 0.118
320 1211.20 1.21 4.25 125.67 0.126
350 1324.75 1.32 4.5 133.07 0.133
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Table 205. Kathon FP 1.5 Small Tank - Treatment Ratio @ 100 ppm (continued)
System Volume Dose Volume
Gallons Liters Cubic Meters Ounces Milliliters Liters
400 1514.00 1.51 5.25 155.24 0.155
450 1703.25 1.70 6 177.42 0.177
500 1892.50 1.89 6.5 192.21 0.192
1000 3785.00 3.79 13 384.41 0.384
1500 5677.50 5.68 19.5 576.62 0.577
2000 7570.00 7.57 25.75 761.44 0.761
2500 9462.50 9.46 32 946.25 0.946
3000 11,355.00 11.36 38.5 1138.46 1.138
4000 15,140.00 15.14 51.25 1515.48 1.515
500 18,925.00 18.93 64 1892.50 1.893
10,000 37,850.00 37.85 128 3785.00 3.785
NOTE: Density of Jet Fuel: 1 gallon weighs 6.714 pounds.
3. Oil System
The engines are serviced with a synthetic lubricating oil specified in Pratt & Whitney Canada Service
Bulletin No. 14001. Service Bulletin No. 14001 states that oil brands must not be mixed. When switching
to another approved brand, drain and flush the entire oil system.
Servicing the engine oil system primarily involves maintaining the engine oil at the proper level. The
engine oil tank is provided with a filler neck and a quantity dipstick and cap located at the 11 o'clock
position on the accessory gear case. The dipstick is marked in U.S. quarts and indicates the amount
required to fill the tank. Access to the oil dipstick cap is gained by opening the small access door, 412BTC
(422BTC) in the upper aft cowling (Ref. Chapter 6-50-00, NACELLE/COWLING ACCESS PANELS).
CAUTION: Do not mix different brands of oil when adding oil between oil changes.
Different brands of oil may be incompatible due to the difference in their
chemical structure.
The total oil tank capacity is 2.5 gallons (10 quarts). An additional 4.4 quarts of oil is required to fill the
lines and cooler, giving a total system capacity of 14.4 quarts; however, because of the oil trapped in the
system, no more than 13 quarts should be added during an oil change.
A. Check
Check the oil level as follows: any time the oil has been changed or the engine has remained stationary
for more than 12 hours:
(1) Run the engine at idle for two minutes.
(2) Shut down the engine and check the oil level.
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4. Tires
CAUTION: Tires that have picked up a fuel or oil film should be washed down as soon
as possible with a detergent solution to prevent contamination of the rubber.
Table 206. Tire pressure
Main Landing Gear Tires Main Landing Gear Tires Nose Landing Gear Tires
(Loaded) (On Jacks)
97 +5/ -0 psi 93 +5/ -0 psi 60 +5/ -0 psi
Tire pressure should be checked on a regular basis. The intervals may be determined by individual
experience utilizing operating schedules and servicing requirements.
Maintaining the proper tire inflation pressure shown in Table 206 will help to avoid damage from landing
shock and contact with sharp stones and ruts, and will minimize tread wear. When inflating the tires,
inspect them for cuts, cracks, breaks and tread wear. The pressure of a serviceable tire that is fully
inflated should not drop more than 4% over a 24 hour period. For the most accurate reading, tire pressure
should be checked when the tires are cool; consequently, wait at least two hours (three hours in hot
weather) after a flight before checking tire pressure.
5. Hydraulic System
Servicing the landing gear hydraulic system consists of maintaining the correct fluid level. A fill can,
located just inboard of the left nacelle and forward of the main spar under access door 511CT contains
a cap and dipstick assembly marked FILL WARM - COLD (Ref. Chapter 6-50-00 WING ACCESS
PANELS - TOP SURFACE). Prior to removing the fill can lid, the knob on the manual bleed valve must be
depressed to relieve air pressure in the power pack reservoir. Add MIL-H-5606 hydraulic fluid (8, Table 2,
12-00-00) as required to fill the system. Approximately 2 3/4 gallons of hydraulic fluid is required to fill
a completely empty system.
NOTE: When filling the hydraulic system, the air being displaced by the hydraulic fluid will need to be
relieved out the manual bleed valve. Occasionally depress the button on the manual bleed
valve to relieve this air pressure and to allow the system to fill faster. This action will also allow
the dipstick reading to more accurately indicate the amount of fluid in the system.
6. Brake System
Brake system servicing is limited primarily to maintaining the hydraulic fluid level in the reservoir mounted
in the upper left corner of the aft bulkhead of the nose avionics compartment. When no fluid is visible in
the reservoir sight glass, add a sufficient quantity of hydraulic fluid (8, Table 2, 12-00-00) to raise the fluid
level to the lower edge of the filler neck. Approximately one gallon of fluid is required to fill a completely
empty system if power steering is installed. If power steering is not installed, approximately 1/2 gallon of
fluid is required to fill a completely empty system.
7. Antiskid Brake System

Brake system servicing is limited primarily to maintaining the hydraulic fluid level in the reservoir mounted
in the upper right corner of the aft bulkhead of the nose avionics compartment. To check the fluid level,
turn the master switch ON, turn the antiskid switch OFF, ensure that the parking brake is off, remove
the reservoir cap and depress the brake pedals 15 to 20 times to deplete the accumulator. If no fluid is
visible in the reservoir sight glass, add a sufficient quantity of hydraulic fluid (8, Table 2, 12-00-00) to raise
the fluid level to the lower edge of the filler neck.
8. Air Cycle Machine
NOTE: Do not mix different types of oil when filling.
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Check the quantity of oil contained in the see-through oil sump and add oil as required to maintain a full
sump. The manufacturer's recommendation for lubricating oil to be used in the air cycle machine is Exxon
2389; however, any oil conforming to MIL-L-7808 (revision G or later) (27, Table 2, 12-00-00) may be
used. Approximately 1/2 pint of fluid is required to fill a completely empty air cycle machine (Ref. Chapter
21-51-00, AIR CYCLE MACHINE SERVICING).
9. Vapor Cycle System

Refer to Chapter 21-52-00 for servicing the vapor cycle compressor, evacuating the vapor cycle system
and charging the vapor cycle system.
10. Oxygen System

Access to the pressure gage and filler valve of the oxygen system may be gained through access door
111AL located on the left side of the nose section below the avionics compartment door (Ref. Chapter
6-50-00, FUSELAGE ACCESS PANELS). Refer to Chapter 35-00-00 for illustration of the servicing
receptacle and the charging procedure. Make sure the airplane oxygen system and the servicing
equipment are properly grounded to the ramp before servicing the system.
WARNING: When filling the oxygen system, use only MIL-O-27210 Aviator's
Breathing Oxygen (31, Table 2, 12-00-00). Do not use oxygen intended
for medical purposes, or industrial purposes such as welding. Such
oxygen may contain excessive moisture that could freeze in the
valves and lines of the oxygen system.Avoid making sparks and keep
all burning cigarettes or fire away from the vicinity of the airplane.
Make sure that the oxygen shutoff valve control (placarded OXYGEN
PULL ON) located on the pilot's left subpanel is in the OFF position.
Inspect the filler connection for cleanliness before attaching it to the
filler valve. Make sure that your hands, tools, and clothing are clean,
particularly of grease or oil, for these contaminants may ignite upon
contact with pure oxygen under pressure. As a further precaution
against fire, open and close all oxygen valves slowly.
To prevent overheating, fill the oxygen system slowly by adjusting the recharging rate with the pressure
regulating valve on the cart. At a temperature of 70°F, the two 77.9 cubic foot (2205 liters) cylinders
should be filled to 1,850 psig. This pressure may be increased an additional 3.5 psig for each degree of
increase in temperature; conversely, for each degree of drop in temperature, reduce the pressure for the
cylinder(s) by 3.5 psig (Ref. Table 207). If at any time, in the process of servicing and purging the system
or replacing the oxygen cylinders, it becomes necessary to disconnect a fitting, the threads of the fitting
should be wrapped with MIL-T-27730 anti-seize tape (36, Table 2, 12-00-00) prior to being connected
back into the system. Refer to Chapter 35 for maintenance practices.
NOTE: Refer to Advisory Circular 43.13-1A for the additional servicing precautions recommended by
the FAA on the oxygen systems. For additional information, refer to Chapter 35.
Table 207. Oxygen Charging Rate
Temp PSI Temp PSI Temp PSI Temp PSI Temp PSI
(F) (F) (F) (F) (F)
0 1605 25 1692.5 50 1780 75 1867.5 100 1955
1 1608.5 26 1696 51 1783.5 76 1871 101 1958.5
2 1612 27 1699.5 52 1787 77 1874.5 102 1962
3 1615.5 28 1703 53 1790.5 78 1878 103 1965.5
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Table 207. Oxygen Charging Rate (continued)

Temp PSI Temp PSI Temp PSI Temp PSI Temp PSI
(F) (F) (F) (F) (F)
4 1619 29 1706.5 54 1794 79 1881.5 104 1969
5 1622.5 30 1710 55 1797.5 80 1855 105 1972.5
6 1626 31 1713.5 56 1801 81 1888.5 106 1976
7 1629.5 32 1717 57 1804.5 82 1892 107 1979.5
8 1633 33 1720.5 58 1808 83 1895.5 108 1983
9 1636.5 34 1724 59 1811.5 84 1899 109 1986.5
10 1640 35 1727.5 60 1815 85 1902.5 110 1990
11 1643.5 36 1731 61 1818.5 86 1906 111 1993.5
12 1647 37 1734.5 62 1822 87 1909.5 112 1997
13 1650.5 38 1738 63 1825.5 88 1913 113 2000.5
14 1654 39 1741.5 64 1829 89 1916.5 114 2004
15 1657.5 40 1745 65 1832.5 90 1920 115 2007.5
16 1661 41 1748.5 66 1836 91 1923.5 116 2011
17 1664.5 42 1752 67 1839.5 92 1927 117 2014.5
18 1668 43 1755.5 68 1843 93 1930.5 118 1018
19 1671.5 44 1759 69 1846.5 94 1934 119 2021.5
20 1675 45 1762.5 70 1850 95 1937.5 120 2025
21 1678.5 46 1766 71 1853.5 96 1941 121 2028.5
22 1682 47 1769.5 72 1857 97 1944.5 122 2032
23 1685.5 48 1773 73 1860.5 98 1948 123 2035.5
24 1689 49 1776.5 74 1864 99 1951.5 124 2039
11. Airstair Door Strut Assembly

A. Check and Service
(1) Check the airstair door strut assembly gage for a minimum pressure of 1,000 psi. If pressure is
below 1,000 psi services strut as follows:
(a) Fully open airstairs door, and remove valve cap.
WARNING: The maximum cylinder pressure is not to exceed

2500 psig. Release cylinder gas pressure before
disassembling.
(b) Charge cylinder using only dry nitrogen to a pressure of 1,400 ± 50 psig at 70°F.
(c) Install valve cap.
12. Externally Serviceable Toilet (Optional on UE-204 and after)

A. Servicing the Toilet with a Ground Servicing Unit
(1) Load the filler tank on the lavatory service unit with fresh water and disinfectant (39, Table 2,
12-00-00).
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(2) Locate the waste drain valve access door 281AB (Ref. Chapter 6-50-00, FUSELAGE ACCESS
PANELS), for ground servicing, on the bottom of the aft fuselage (FS 456) just to the right of the
center of the airplane.
(3) Open the access door (1) and examine the ground servicing panel for leaks (Ref. Figure 203).
(4) Release the waste-drain-valve cap handle (3) and open the waste-drain-valve cap (4).
(5) Connect the dump connector (7, Table 1, 12-00-00) for the lavatory service unit (5, Table 1,
12-00-00) to the waste-drain-valve opening.
(6) Release the rinse/fill valve handle (7) and open the rinse/fill valve (6).
(7) Connect the fill connector (6, Table 1, 12-00-00) for the lavatory service unit to the rinse/fill
connector on the ground servicing panel.
(8) Push the inner door handle (5) to open the waste-drain-valve inner door.
(9) Pull and lock open the inner-drain-valve operating handle (2).
(10) When the toilet is empty, rinse as follows:
(a) While the inner-drain-valve operating handle (2) is locked open, supply water from the fill
tank on the lavatory service unit.
(b) After adequate water has circulated through the system, stop the flow of water, then release
the inner-drain-valve operating handle (2).
(11) Disconnect the dump connector from the waste drain opening.
(12) Close the waste-drain-valve inner door and cap (4), and lock the handle (3).
(13) Charge the tank with 1.7 gallons of disinfectant solution from the fill tank on the lavatory service
unit.
(14) Disconnect the fill connector for the ground servicing unit from the rinse/fill connector on the
ground servicing panel.
(15) Close the rinse/fill valve (6) and lock the rinse/fill valve handle (7).
(16) Close and secure the ground-servicing-panel access door (1).
NOTE: To protect the toilet system from freezing, add antifreeze to the flush liquid (Ref.
Protecting the Toilet From Freezing).
B. Servicing the Toilet Manually
(1) Locate the waste drain valve access door 281AB (Ref. Chapter 6-50-00, FUSELAGE ACCESS
PANELS), for ground servicing, on the bottom of the aft fuselage (FS 456) just to the right of the
center of the airplane.
(2) Open the access door (1) and examine the ground servicing panel for leaks (Ref. Figure 203).
(3) Place a receptacle below the waste drain.
(4) Release the waste-drain-valve cap handle (3) and open the waste-drain-valve cap (4).
(5) Push the inner door handle (5).
(6) Pull and lock the inner-drain-valve operating handle (2).
(7) When the toilet is empty, rinse as follows:
(a) While the inner-drain-valve operating handle (2) is locked open, pour water mixed with
disinfectant (39, Table 2, 12-00-00) into the toilet bowl. Let the rinse water drain into the
receptacle.
(b) When all of the rinse water has drained from the toilet, release the inner-drain-valve
operating handle (2).
(8) After making sure the waste-drain-valve inner door and cap (4) is clean, close them and lock the
waste-drain-valve cap handle (3).
(9) Close and secure the ground-servicing-panel access door (1).
(10) Pour 1.7 gallons of clean water and 2 ounces of disinfectant (39, Table 2, 12-00-00) in the toilet
through the toilet bowl.
NOTE: To protect the toilet system from freezing, add antifreeze to the flush liquid (Ref.
Protecting the Toilet From Freezing).
C. Protecting the Toilet from Freezing
(2) Place the FURN switch, located on the right inboard subpanel, in the ON position.
(3) Add antifreeze to the flush liquid in the toilet tank at the ratio recommended by the manufacturer.
NOTE: The flush button is located on the upper surface of the toilet cabinet.
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(4) Push the flush button to circulate the antifreeze throughout the system.
(5) Place the FURN switch in the OFF position.
D. Electrical Toilet Cleaning
NOTE: For sanitary reasons, wear elbow length rubber gloves for any work requiring
contact with tank fluids or parts within the tank area.
(1) Disconnect the terminal to the timer and separate the motor wires at the quick-disconnect. Use
the hand holds on the tank when removing the toilet from the airplane.
(2) Holding the drain over a commode, rotate the three fasteners securing the pump and motor
assembly to the top of the tank a quarter turn each.
(3) Lift the subassembly straight up with the bail, approximately four inches, to free the plug from
the drain until the contents of the tank have drained into the commode.
(4) Attach a hose to the short extension protruding from the pump and force water into the tank to
reverse flush the filter and loosen the entrapped material for discharge through the drain.
(5) Seat the plug back in the drain.
(6) Rinse the tank interior with water under 50 to 75 psi of pressure to force a flow through the flush
ring and the bowl.
(7) Open the drain when the tank is full.
(8) Check the tank interior for cleanliness through the opening for the pump and motor assembly. If
necessary, repeat the rinse until the tank interior is clean.
(9) Remove the drain hose and install the pump and motor assembly. Rotate the three fasteners a
quarter turn each.
(10) Connect the terminal to the timer and connect the motor quick-disconnect wires.
(11) Charge the tank with 1.5 gallons of water mixed with toilet cleaner (43, Table 2, 12-00-00) in
accordance with the manufacturer's instructions.
NOTE: The short extension from the pump has two closures, a screw-in plug for the female
hose fitting and an integrally molded check valve to prevent leakage when the unit is
in operation. Always replace the screw-in plug after the rinse and charge procedure.
In extremely low temperature areas it will be necessary to add a nonflammable
automobile-type antifreeze to the water/chemical mixture in the tank. A ratio of
water to antifreeze comparable to that for an automobile should be used, based
upon the lowest temperature to be met in cold weather operation.
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Toilet Ground-Servicing Panel (Optional on UE-204 and After)

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SCHEDULED SERVICING - MAINTENANCE PRACTICES
1. Procedures
This Chapter is supplemented by Chapter 20-10-01 of the 1900 Airliner Series Corrosion Control Manual.
2. Engine External Washing Procedures
CAUTION: Never wash an engine while it is running or hot. After the engine has been
shut down, allow it to cool for at least one hour prior to washing. Electrical
components and plugs on the engine and in the engine compartment should
be covered/protected during the engine wash. Use dry shop air to dry all
components after washing. Do not allow water into the engine air inlet or the
exhaust. Do not direct high pressure water or solvent directly into mechanical
parts having air vent holes, such as the fuel control units.
A. Salt Water Contamination
If the exterior surface of the engine is contaminated with salt, it should be washed thoroughly with
water prior to the next flight of the airplane. Demineralized water is not required for this purpose. At
no time should an engine be left in a contaminated (salted) condition for any extended period of time,
such as overnight.
B. Fire Extinguisher Agent Contamination
In the event of engine contamination by fire extinguishing agents, refer to the latest revision of PT6A-
67D Engine Maintenance Manual P/N 3038336 or subsequent (Ref. Chapter 72-00-00, ENGINE,
TURBO PROP INSPECTION).
CAUTION: If the engine inhales a fire extinguishing compound, it must be cleaned,

removed, and disassembled for a thorough internal cleaning. If
the engine fire extinguisher is discharged, the engine baffling will
prevent entry of the extinguishing compound into the engine; thus
only an external engine washing is required. Most incidences of fire
extinguisher compound ingestion are the result of ground personnel
using an external extinguisher during engine operation.
3. Cleaning Airplane Exteriors
CAUTION: Contamination or washout of grease in wheel bearings will damage bearings

and may result in loss of the wheel.
Prior to washing, attach the pitot cover securely and plug or mask off all other openings. Be particularly
careful to mask off all static air ports before washing or waxing. Use special care to avoid washing away
grease from any lubricated area. Prior to cleaning, cover such areas as wheels, brakes, etc. Always be
sure all maskings and coverings are removed before returning the airplane to service. Lubricate after
cleaning as necessary.
The urethane finish undergoes a curing process for a period of time after application. During the first
month after paint application, some special care is required. Airplane owners should observe the following
recommendations in order to preserve the durability and appearance of the airplane paint.
A. Cleaning During Curing Period (One Month)
(1) Avoid prolonged flights in heavy rain or sleet. Avoid any operating conditions which might cause
abrasion or premature finish deterioration.
(2) Clean the airplane with mild detergents and water only. Use a clean soft rag, keeping it free from
dirt and grime. Rinse with clear water thoroughly.
(3) Use no waxes, polishes, rubbing compounds, or abrasive cleaners of any type. The use of such
items can permanently damage the surface finish.
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(4) Stubborn oil or soot deposits on cowlings, wheel wells, etc. may be removed gently with
automotive tar removers.
B. Cleaning After Curing Period
(1) Wash the airplane regularly. Use mild detergents and water only. Rinsing thoroughly with clear
water prevents detergent residue buildup that can dull the paint appearance.
(2) Normally, waxing is not necessary; however if waxing is desired, select a high quality automotive
or airplane waxing product. Never use rubbing compounds or abrasive cleaners of any type.
C. Environmental Fallout (Acid Rain)
In certain areas of the country where chemicals may be present in the atmosphere, it is best to avoid
outside storage when damp conditions exist. Acids which remain in standing water can stain the paint
topcoat and cause permanent damage to the finish. Flush off residual moisture with clean tap water
and dry the surface. At this time, waxing the surface can provide protection from acid rain damage.
D. Waxing Airplane Finishes
A good coat of wax will protect the airplane finish from the sun's rays and protect the surface against
oxidation. Use a high quality automotive or airplane wax. Do not use a wax containing silicone
because silicone materials are difficult to remove.
E. Surface Deicer Boots
The surfaces of the deicer boots should be checked for indications of engine oil after servicing and
at the end of each flight. Any oil spots that are found should be removed with a nondetergent soap
and water solution. Care should be taken when cleaning to avoid scrubbing the boots because the
conductive coating (A56B) must not be removed from the boot surface. The boots are made of soft,
flexible stock that can be damaged if gasoline hoses are dragged over the surface of the boots or if
ladders or platforms are rested against them.
F. Landing Gear
The landing gear (nose and main) should be washed with low pressure water and mild detergent as
soon as is practical following operation on salty or muddy runways. Using low pressure air, blow off
all water before flight or storage of the airplane.
G. Placard Replacement
Ensure all placards are in place and legible whenever the airplane has been repainted or touched up
after repairs. Replace any placards that have been defaced after such repainting or repairs.
H. Plastic Windows
The plastic windows should be kept clean and waxed at all times. To prevent scratches and crazing,
wash the windows carefully with plenty of soap and running water.
CAUTION: When washing the windshield, do not use water from a bucket or pail.
Sand, dirt particles or other debris may collect in the standing water and
cause scratches in the plastic.
Use the palm of the hand to feel and dislodge dirt and mud. A soft cloth, chamois or sponge may
be used only for the purpose of carrying water to the surface of the window. After washing, rinse the
window thoroughly with running water and dry it with a clean, moist chamois. Do not rub the plastic
window with a dry cloth, because this will cause an electrostatic charge which attracts dust.
Remove oil and grease with a cloth moistened with kerosene (20, Table 2, 12-00-00), aliphatic naptha
(2, Table 2, 12-00-00) or hexane (18, Table 2, 12-00-00), then rinse the window with clear water.
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CAUTION: Never use gasoline, benzene, alcohol, acetone, carbon tetrachloride,

fire extinguisher or anti-ice fluid, lacquer thinner, or glass cleaner with
a base of these materials, for such materials will soften the plastic and
may cause crazing. Aliphatic naptha and similar solvents are highly
flammable and extreme care must be exercised when using these
chemicals.
If it is desirable to use a commercial cleaner to clean the plastic windows, use only cleaners that are
approved by Textron Aviation Inc. There are several cleaners available commercially that state that
they are approved for use on acrylic surfaces. However, it has been discovered that some of these
cleaners cause acrylic plastic to craze. Therefore, only the following product is approved as a cleaner
for acrylic plastic windows: Federal Specification P-P-560 (4, Table 2, 12-00-00). Follow the directions
on the container.
After washing plastic windows with soap and water, apply a good grade of commercial wax. The wax
will fill in minor scratches and help prevent further scratches. Apply a thin, even coat of wax and bring
it to a high polish by rubbing lightly with a clean, dry, soft flannel cloth. Never use a power buffer, as
the heat generated by the buffing pad may soften the plastic.
If the windows were cleaned with one of the commercial cleaners mentioned previously, it will not be
necessary to apply wax. Each of these cleaners contains wax, as well as cleaning agents.
I. Windshields
Glass windshields with antistatic coating should be cleaned as follows:
(1) Wash excessive dirt and other substances from the glass with clean water.
(2) Clean the windshield with mild soap and water or with a 50/50 solution of isopropyl alcohol (1,
Table 2, 12-00-00) and water. Wipe the glass surface in a straight rubbing motion with a soft
cloth or sponge. Never use any abrasive materials or any strong acids or bases to clean the
glass.
(3) Rinse the glass thoroughly and dry, but do not apply wax.
NOTE: It is essential that the windshield wipers be thoroughly cleaned. Operating the
wipers when they are dirty is a common source of scratches on the windshield. Do
not attempt to polish out such nicks or scratches in the glass surface.
4. Cleaning Airplane Interiors

The seats, rug, upholstery panels and headlining should be vacuum-cleaned frequently to remove as
much surface dust as possible.
Experience has shown that commercial, foam-type cleaners or shampoos can be used to condition the
surfaces of rugs, carpets and upholstered materials. The upholstery should be vacuum-cleaned, and
the stains should be removed. A solution of the cleaner can be prepared by mixing a small amount in a
bucket of water and beating the solution until a heavy foam forms.
Apply the foam uniformly with a brush over the surface to be cleaned, then remove the suds with a
vacuum cleaner or by wiping the surface with a brush or cloth. Because there is very little moisture in
this foam, wetting of the fabric or retention of moisture in the warp does not occur. Unlacquered metal
fittings and furnishings within the airplanes can be cleaned using most commercial metal polishes. Use
a soft, clean rag for application; then polish to a brilliant gloss with a dry cloth. Protect the finish with
a good grade of wax.
A. Upholstery
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The most effective method of cleaning upholstery is directly dependent on the type of upholstery
involved. For instance, a fabric type of upholstery that has been flame-proofed should never be treated
by the application of cleaners with a water base. The reason for this is that the flame retardant on the
fabric is water soluble and will be diluted to a point where the fire-resistant quality is rendered useless.
Also, the natural capillary action of the water in the fabric will cause the salts of the flame-retardant
chemicals to rise to the surface resulting in unsightly faded spots.
NOTE: Clean wool and wool blended upholstery fabrics by dry cleaning ONLY. After 5 dry
cleanings, have the upholstery treated with a fire retardant at a service company or spray
the fabric with a fire retardant (6, Table 2, 12-00-00) or equivalent.
Clean the fabric upholstery manually as follows:
(1) Remove the upholstery from the airplane.
(2) Use a stiff-bristled brush and brush the upholstery along the weave. (A nylon-bristled fingernail
brush can be used).
(3) Vacuum the entire surface to remove any salt residue or dirt stains.
(4) Apply dry cleaning solvent (35, Table 2, 12-00-00) sparingly on a lint-free cloth and clean stains
as required.
(5) Allow the upholstery to completely dry.
(6) Treat the upholstery with a fire retardant (6, Table 2, 12-00-00).
(7) Install the upholstery.
Clean leather upholstery with a nonabrasive, chemically neutral, nonreactive, emulsion-type
cleaner such as saddle soap. Apply it over the dirty surface using a sponge or soft cloth (use
a gentle, wiping motion; do not scrub). Do not allow the cleaner to dry on the material surface.
Wipe the cleaner off before it drys. Treat leather after cleaning with wax or a leather conditioner.
B. Interior Cabin Trim
CAUTION: To prevent damage to the plastic interior trim, never use MPK, naptha,
mufti, stoddard solvent, gasoline, lacquer thinner, or other types of paint
cleaners as cleaning agents.
Using soap and water, wash the plastic interior trim. Scrubbing with a brush and detergent soap will
usually provide adequate cleansing; however, alcohol may be used to remove contaminants that are
soluble in alcohol.
5. Lubrication
A. Sealed Bearings
Sealed bearings are prepacked with grease and do not require periodic lubrication. Sealed bearings
must be replaced when normal airplane inspection procedures indicate that the bearing will no longer
operate satisfactorily. The lubrication of sealed bearings must not be attempted unless facilities are
available for removing and replacing seals. When sealed bearings are cleaned and lubricated, the
work must be done in strict compliance with applicable bearing maintenance directives.
B. Wheel Bearing Lubrication
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CAUTION: Improper axle nut installation, mixing of lubricants, contamination

or washout of grease in wheel bearings will damage bearings and
may result in loss of the wheel.DO NOT MIX lubricants of different
types or manufacturers. If the lubricant is changed or unknown, make
certain that all the affected components are thoroughly cleaned before
lubrication.
Wheel bearing grease lubrication intervals vary significantly depending upon the operation of the
individual airplane. Grease change intervals at tire change is acceptable if the service history has
been satisfactory. If the service history is unknown or if the history dictates shorter intervals, Operators
should change grease at 200 hour intervals or at tire change (which ever comes first) unless a longer
interval can be shown to be acceptable.
Exercise care when washing area. Contamination or washout of grease in the wheel bearing will
damage the bearing and may result in loss of the wheel.
When performing wheel bearing lubrication, inspect bearings, hub caps, and seals for condition.
Replace any questionable parts. Perform the MAIN LANDING GEAR WHEEL INSTALLATION
procedure (Ref. Chapter 32-40-01) or the NOSE LANDING GEAR WHEEL INSTALLATION
procedure (Ref. Chapter 32-40-00). Ensure the axle nuts are properly torqued and safetied.
C. Spline Drives
The 1900D engines have wet spline lubrication and lubrication of the splines is not required when
installing an accessory. The air conditioning compressor end of the quill shaft requires lubrication.
Refer to Chapter 21-52-00 for lubrication of the quill shaft splines.
D. Gaskets and Packings
When lubricating gaskets and packings, use the type of fluid in the system for the gaskets and
packings.
E. Control Cables and Cable Pressure Seals
Clean the pressure seals and the control cables for the length of travel through the pressure seals
with cleaning solvent, (35, Table 2, 12-00-00). Fill the seal with lubricant and lubricate the cleaned
area of the cable and one inch beyond with grease, (12, Table 2, 12-00-00). On all the remaining
length of cable, apply corrosion-preventive compound, (5, Table 2, 12-00-00) with a brush. Wipe off
excess with a clean cloth.
F. Lubrication of Threads
Lubricate all plumbing fittings with the proper lubricant (Ref. Figure 201 and Table 201).
When applying lubricants, observe the following rules:
(1) Clean the threads before applying the lubricant.
(2) Use only thin coats of the selected thread lubricant.
(3) Apply lubricant to the male threads only.
(4) On straight-thread fittings, lubricate the first three threads.
(5) On tapered-thread fittings, do not lubricate the first two threads. Apply the lubricant to the next
three threads only.
(6) Never allow lubricant to enter fittings or flare areas.
(7) Lubricate engine fittings only with the fluid transported in the lines, such as engine oil. Do not
lubricate air lines.
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Table 201. Thread Lubricants Table
Type of Line Type of Thread Item, Table 2, 12-00-00

1. Pressurization Control Tapered 36 , MIL-T-27730
Straight None
2. Hydraulic-Brake, Power 8 , MIL-H-5606 or 34, Loctite 545
Steering, Landing Gear
3. Fuel and Fuel Pressure Alum, Brass, Steel 32 , VV-P-236
4. Oil and Oil Pressure Alum, Brass, Steel 32 , VV-P-236
5. Oxygen Tapered 36 , MIL-T-27730 Size 1 Teflon
Tape
Straight None
6. Pitot and Static Lines Tapered 33 , Loctite PST 592
Straight None
7. Vacuum 33 , Loctite PST 592
8. Refrigerant, Freon 28 , Suniso No. 5 or Capella
WF-100
9. Deicer 33 , Loctite PST 592
10. Fire Extinguisher 33 , Loctite PST 592
11. Bleed Air (750 Max) CRES 26 , Molykote M-77
12. Bleed Air Aluminum 33 , Loctite PST 592
G. Lubrication Schedule
Lubrication illustrations are organized with related items requiring lubrication grouped together
(Ref. Figures 202 thru 211). Each lubrication point is identified and indexed for location on the
accompanying illustration. Lubrication time intervals were established to occur only at times
coincident with the detailed inspection intervals specified (Ref. Chapter 05-20-00).
NOTE: It is allowable to substitute Aeroshell 17 for Aeroshell 7, except as stated in the lubrication
schedule.
CAUTION: Do not use Aeroshell 17 on the engine cam plate and pins or the
propeller hub.
Table 202. Lubrication Schedule
Lubrica- 100 200 300 400 600 1200

tion Ref- Hours Hours Hours Hours Hours Hours
erence
RUDDER CONTROL SYSTEM Fig. 207
Rudder Trim Tab Actuator Grease Index 1
X
Fittings
Rudder Trim Tab Hinge Index 2 X
Control Cables And Cable Index 3 X
Pressure Seals
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Table 202. Lubrication Schedule (continued)
Lubrication of Threads
Lubrica- 100 200 300 400 600 1200
erence
FLAP CONTROL SYSTEM Fig. 208
Flap Motor Gearbox Index 1 X
Flap Limit Switch Link Index 3 X
Flap Tracks Index 2 X
Flap Asymmetry switch Hub Index 4 X
Assembly
Flap Asymmetry switch Hub Index 4A
Assembly (Modified by Kit X
129-5046)
AILERON CONTROL SYSTEM Fig. 208
Control Cables and Cable Index 5 X
Pressure Seals
Trim Tab Actuator Index 6 X
Aileron Trim Tab Hinge Index 7 X
AVIONICS COMPARTMENT Fig. 209
DOOR
Gas Spring End Fittings Index 1 X
Door Hinge Index 2 X
CABIN AIR STAIR Fig. 210
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Lubrica- 100 200 300 400 600 1200
erence
Cam Housing Grease Fitting Index 2 X
Cam Surface of Pressure Lock Index 3 X
Cam Lip Index 4 X
Door Handle Index 5 X
EMERGENCY EXIT DOORS Fig. 210
Pin Guides Index 6 X
Pushrod, Clevis and Pins, Outside Index 7
X
Handle, Hook and Coupling
CARGO DOOR Fig. 211
Gas Spring End Fittings Index 1 X
Door Cam Locks Index 2 X
Pushrod Pin and Bushing Index 3 X
Latch Pin and Latch Plate Index 4 X
Door Handle Index 6 X
ENGINE CONTROLS Fig. 202
(NACELLE)
Cam Plate and Pins Index 1 X
INERTIAL ANTI-ICE SYSTEM Fig. 202
HInge Point Bushing Index 2 X
AIR-CONDITIONER Fig. 202
COMPRESSOR
Quill Shaft Index 3 X
ENGINE CONTROLS (FLIGHT Fig. 203
COMPARTMENT)
Linkage Bushings and Pins Index 1 X
PROPELLER Fig. 203
Propeller Hub Grease Fittings Index 2 X
NOSE LANDING GEAR Fig. 204
Door Hinges and Retract Linkage Index 2 X
Grease Fittings Index 3 X
Upper and Lower Nose Gear Strut Index 4 X
Bearing
Steering Bellcrank Grease Fitting Index 5 X
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Lubrica- 100 200 300 400 600 1200
erence
Steering Disconnect Cam Index 6
X
(Mechanical Steering Only)
MAIN LANDING GEAR Fig. 205
Grease Fittings Index 2 X
Door Hinges and Linkage Bearings Index 3 X
Door Retract Cam Index 4 X
CONTROL COLUMN Fig. 206
Chain Index 1 X
RUDDER PEDALS Fig. 206
Pedal Index 2 X
ELEVATOR CONTROL SYSTEM Fig. 206
Elevator Trim Tab Hinge Index 3 X
Elevator Trim Tab Actuator Grease Index 4 X
Fittings
Control Cables and Cable Index 5 X
Pressure Seals
Elevator Trim Tab Chain Index 6 X
LANDING GEAR POWER PACK Chapter
- HYDRAULIC SYSTEM 12-10-00
Fluid Level X
AIR CYCLE MACHINE
Fluid Level X
AIRSTAIR DOOR STRUT
Check Pressure X
H. Nacelle Engine Controls and Inertial Anti-ice LubricationFigure 202
INDEX NO. LOCATION LUBRICANT INTERVAL

HOURS
ENGINE CONTROLS
(NACELLE)
1. Cam Plate and Pins Grease (12 or 17, Table 2, 12-00-00) 200
CAUTION: Check to ascertain that the rod ends rotate freely. Do not use Aeroshell 17 on
the cam plate or pins.
INERTIAL ANTI-ICE
SYSTEM
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HOURS
2. Hinge Point Bushings Clean and lubricate with grease, (12, Table 400
2, 12-00-00). Do not lubricate with oil.
AIR CONDITIONER
COMPRESSOR SYSTEM
3. Air Conditioner Compressor Lubricant (26, Table 2, 12-00-00) or Grease 600
Quill Shaft (12, Table 2, 12-00-00)
I. Flight Compartment Engine Controls and Propeller LubricationFigure 203

HOURS
ENGINE CONTROLS
(FLIGHT COMPARTMENT)
1. Linkage Bushing and Pins Grease (11 or 38, Table 2, 12-00-00) 600
(Refer to Warning)
PROPELLER
2. Propeller Hub Grease Grease (37, Table 2, 12-00-00) 400
Fittings (Lubrication
Instructions are in Chapter
61-10-00)
CAUTION: Do not use Aeroshell 17 on the hub grease fittings.

J. Nose Landing Gear LubricationFigure 204

HOURS
NOSE LANDING GEAR
1. Wheel Bearings Clean, inspect bearings and bearing races At Tire
for pitting, cracks, discoloration, rust, or Change or
indications of other wear or damage, and Refer to
pack with grease (15, Table 2, 12-00-00). NOTE: below
CAUTION: DO NOT mix greases

of different types or
manufacturers.
2. Door Hinges and Retract Lubricant (22 or 24, Table 2, 12-00-00) 200
Linkage
3. Grease Fittings Grease (11, 12 or 13, Table 2, 12-00-00) 400
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HOURS
4. Upper and Lower Nose Gear Use Only Grease (11, Table 2, 12-00-00) 200
Strut Bearing Approximately 4 oz per fitting. Four grease
fittings.
5. Steering Bellcrank Grease Grease (12 or 13, Table 2, 12-00-00) 400
Fitting
6. Steering Disconnect Cam Grease (12, 16, 17 or 42, Table 2, 400
(Mechanical Steering Only) 12-00-00) Lubricate sparingly.
NOTE: Refer to WHEEL BEARING LUBRICATION in this section for more information.
After washing airplane, lubricate all lubrication points.
K. Main Landing Gear LubricationFigure 205

HOURS
MAIN LANDING GEAR
1. Wheel Bearings Clean, inspect bearings and bearing races At Tire
for pitting, cracks, discoloration, rust, or Change or
indications of other wear or damage, and Refer to
pack with grease (15, Table 2, 12-00-00). NOTE: below

manufacturers.
2. Grease Fittings Grease (11, 12 or 13, Table 2, 12-00-00) 400
(12 Places)
3. Door Hinges and Linkage Lubricant (22 or 24, Table 2, 12-00-00) 200
Bearings
4. Door Retract Cam Grease (12, 16, 17 or 42, Table 2, 12-00-00) 400
Lubricate sparingly.
NOTE: Refer to WHEEL BEARING LUBRICATION in this section for more information.
After washing airplane, lubricate all lubrication points.
L. Flight Compartment and Elevator Controls LubricationFigure 206

HOURS
CONTROL COLUMN
1. Chain Clean with a cloth dampened in solvent (35, 1200
Table 2, 12-00-00). Lubricate with oil (30,
Table 2, 12-00-00) or lubricant (24, Table 2,
12-00-00) and wipe off excess.
RUDDER PEDALS
2. Pedal Lubricant (22 OR 24, Table 2, 12-00-00) 200
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HOURS
ELEVATOR CONTROL
SYSTEM
3. Elevator Trim Tab Hinge Apply lubricant (24, Table 2, 12-00-00) with 200
a brush or a squirt can.
4. Elevator Trim Tab Actuator Run actuator to both limits (tab up, tab
Grease Fittings down) and grease at both extremes. Add 5
grams of lube at each grease fitting.
WARNING: Do not force the

elevator trim wheel
beyond the red limit
marks on the dial.
(UE-1 thru UE-257 not Grease (12, Table 2, 12-00-00). 400
in compliance with MSB
27-3032). CAUTION: DO NOT mix greases
manufacturers.
(UE-258 and After, and Grease (40, Table 2, 12-00-00).
earlier aircraft in compliance
with MSB 27-3032). CAUTION: DO NOT mix greases
manufacturers.
5. Control Cables and Cable Clean and lubricate per control cables and 1200
Pressure Seals cable pressure seals in this Chapter.
6. Elevator Trim Tab Chain Clean with a cloth dampened in solvent (35, 1200
Table 2, 12-00-00). Lubricate with oil (30,
Table 2, 12-00-00) or lubricant (24, Table 2,
12-00-00) and wipe off excess.
M. Rudder Control System LubricationFigure 207

HOURS
RUDDER CONTROL
SYSTEM
1. Rudder Trim Tab Actuator Run actuator to both limits (tab left, tab
Grease Fittings right) and grease at both extremes.

manufacturers.
(UE-1 thru UE-257) Grease (12, Table 2, 12-00-00) 400
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HOURS
(UE-258 and After, and Grease (40, Table 2, 12-00-00)
earlier aircraft with P/N
129-526034-7 Rudder Trim
Actuator installed)
2. Rudder Trim Tab Hinge Apply lubricant (24, Table 2, 12-00-00) with 200
a brush or squirt can.
3. Control Cables And Cable Clean and lubricate per CONTROL 1200
Pressure Seals CABLES and CABLE PRESSURE SEALS
in this Chapter.
N. Flap and Aileron Control System LubricationFigure 208
CAUTION: Do not mix red MIL-G-81322 Grease (13, Table 2, 12-00-00) with dark
tan MIL-G-10924 or SA826-3242 Grease (10, Table 2, 12-00-00).

HOURS
FLAP CONTROL SYSTEM
1. Flap Motor Gearbox Pack gearbox with grease (10) to 0.3 inch 1200
from cover.
NOTE:
When using dry film lubricants (42, Table 2, 12-00-00) ensure proper cure time, follow the manufacturer's
instructions.
2. Flap Tracks Grease (12, 16, 17 or 42, Table 2, 12-00-00) 400
3. Flap Asymmetry Switch Link Apply lubricant (22 or 24, Table 2, 12-00-00) 600
to holes.
4. Flap Asymmetry Switch Hub Grease (12 or 13, Table 2, 12-00-00)Refer 600
Assembly to Chapter 27-50-06 for Lube procedures
4A. Flap Asymmetry Switch Hub Grease (12 or 13, Table 2, 12-00-00)One 600
Assembly (Modified By Kit pump from grease gun.
129-5046)
AILERON CONTROL
SYSTEM
5. Control Cables and Cable Clean and lubricate per control cables and 1200
Pressure Seals cable pressure seals in this Chapter.
6. Trim Tab Actuator Grease Run actuator to both limits (tab up, tab
Fittings down) and grease at both extremes.

manufacturers.
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HOURS
(UE-1 thru UE-257) Grease (12, Table 2, 12-00-00) 400
(UE-258 and After, and Grease (40, Table 2, 12-00-00)
Earlier Airplanes with P/N
129-526032-15 Aileron Trim
Actuator installed)
7. Aileron Trim Tab Hinge Apply lubricant (24, Table 2, 12-00-00) with 200
O. Avionics Compartment Door Lubrication Figure 209

HOURS
NOSE AVIONICS DOOR
NOTE:
Disassemble the joint only when the door is fully open.
1. Gas Spring End Fittings Disassemble joint and lubricate sparingly 1200
with grease (12, Table 2, 12-00-00).
2. Door Hinge Apply lubricant (24, Table 2, 12-00-00) with 600
a brush or squirt can. Wipe off excess.
P. Cabin Airstair Door and Emergency Exit Door Lubrication Figure 210

HOURS
CABIN AIRSTAIR
2. Cam Housing Grease Fitting Grease (12, Table 2, 12-00-00) (8 Places) 400
3. Contact surfaces of Grease (12, Table 2, 12-00-00) 400
Actuating Arm and Pressure
Lock Plunger
4. Cam Lip Wipe clean and lubricate the cam lip with 200
lubricant (25, Table 2, 12-00-00) (8 Places).
5. Interior Door Handle Lubricate the door handle grease zerk with 400
grease (11 or 12, Table 2, 12-00-00).
EMERGENCY EXIT
DOORS
6. Pin Guides Apply lubricant (11, 14, or 38, Table 2, 600
12-00-00) sparingly to inner bore (6 Places
per Door).
7. Pushrod, Clevis and Pins, Apply lubricant (22, Table 2, 12-00-00) 1200
Outside Handle, Hook and sparingly. (4 Places per Door)
Coupling
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Flight Compartment Engine Controls and Propeller Lubrication

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Nose Landing Gear Lubrication

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Main Landing Gear Lubrication

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Flight Compartment and Elevator Controls Lubrication

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Rudder Control System Lubrication

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Flap and Aileron Control System Lubrication

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Avionics Compartment Door Lubrication

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Cabin Airstair Door and Emergency Exit Door Lubrication

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Cabin Airstair Door and Emergency Exit Door Lubrication

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HOURS
8. Exterior Door Handle Lubricate the inner core of the exterior door 1200
handle (44, Table 2, 12-00-00 or 45, Table
2, 12-00-00).
9. Coupling Lubricate the inner core of the coupling (44, 1200
Table 2,12-00-00 or 45, Table 2, 12-00-00).
10. Spring Lubricate the spring (44, Table 2,12-00-00 1200
or 45, Table 2, 12-00-00).
11. Bearing Lubricate the bearing (44, Table 2,12-00-00 1200
or 45, Table 2, 12-00-00).
Q. Cargo Door Lubrication Figure 211
CAUTION: Disassemble Index No. 1 joint only when the cargo door is fully open
and the stabilizer (4, Table 1, 12-00-00) is in place.

HOURS
CARGO DOOR
1. Gas Spring End Fittings Disassemble the joint and lubricate 400
sparingly with grease (12, Table 2,
12-00-00).
2. Door Cam Lock Wipe clean and lubricate the lip of the cam 200
lock with lubricant (25, Table 2, 12-00-00).
Do not apply to the face of the cam.
3. Pushrod Pin and Bushing Lubricate sparingly with lubricant (22 or 24, 600
Table 2, 12-00-00).
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HOURS
4. Latch Pin and Latch Plate Wipe clean and lubricate the pin and the 600
hole in the latch plate with lubricant(25,
Table 2, 12-00-00).
6. Door Handle Lubricate the door handle grease zerk with 400
grease (11 or 12, Table 2, 12-00-00).
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UNSCHEDULED SERVICING - MAINTENANCE PRACTICES - MAINTENANCE PRACTICES
1. Information
A. Deicing and Anti-Icing of Airplanes on the Ground
(1) Deicing is the removal of ice, frost and snow from the airplane's exterior after it has formed.
Anti-Icing is a means of keeping the surface clear of subsequent accumulations of ice, snow
and frost.
(2) Snow and ice on an airplane will seriously affect its performance. Even formation of a smooth
covering of ice on the wing will change the contour of the wing, producing an increase in drag
and a reduction in effective lift coefficient. Frost or frozen snow may present an even greater
hazard since the surface texture is rough and will seriously disrupt the smooth flow of air across
the wing.
B. Deicing and Anti-Icing Fluids
(1) Textron Aviation Inc. has evaluated and approved the following deice/anti-ice fluids for use on
this model:
(a) SAE Type I Anti-Icing Fluids (Unthickened-Type Fluids) Type I fluids (7, Table 2, 12-00-00)
mainly provide protection against refreezing when there is no precipitation.
(b) SAE Type II Anti-Icing Fluids (Thickened-Type Fluids) Type II fluids (7, Table 2, 12-00-00)
provide protection against refreezing when precipitation occurs.
(c) SAE Type III Anti-Icing Fluids (Thickened-Type Fluids) Type III fluids (7, Table 2, 12-00-00)
provide protection against refreezing when precipitation occurs
(d) SAE Type IV Anti-Icing Fluids (Thickened-Type Fluids) Type IV fluids (7, Table 2, 12-00-00)
provide protection against refreezing when precipitation occurs.All approved Type I, Type
II, Type III and Type IV fluids may be used for either deicing or anti-icing at any dilution as
allowed by the fluid manufacturer's recommendations.Textron Aviation Inc. cannot accept
responsibility for damage to the airplane finish, windows, rubber seals, etc. resulting from
the use of deicing fluids not conforming to the specified specifications.These fluids were
chosen according to the following specifics:
1 Noncorrosive.
2 Do not deteriorate rubber, painted surfaces, or plastics.
3 Have a high flash point.
4 Nontoxic.
5 Good self-wetting and antifoaming characteristics.
2. Remove Frost, Snow or Ice
WARNING: Remove all snow, ice and frost before flight.
WARNING: Type I, Type II, Type III and Type IV; Glycols are listed in the 'harmful'
category. You must wear protective goggles, protective gloves and
clothing when you handle this material. Keep the material away from
skin and eyes.
WARNING: Inhalation of glycol mists, aerosols, or high concentration of heated

vapors poses a hazard to humans. Apply deicing fluid only in
well-ventilated areas. Avoid inhaling vapors or mists. If adequate
ventilation, designed to keep mists or vapors below harmful levels, is
not available, maintenance personnel must wear approved respiratory
protective devices.
WARNING: Deicing fluid Type I, has a limited period of effectiveness (referred to

as 'Holdover Times (HOT)'). The use of Type I fluid should only be
considered where Type II, Type III or Type IV fluids are not available.
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CAUTION: Make sure that the correct fluid application equipment and correct
procedures are used by qualified personnel so that the fluid will perform to
the specifications.
CAUTION: Fluid failure is complex and dependent on:

• Percent mix
• Type and rate of precipitation
• Product Holdover Time (HOT), and other variables
CAUTION: Each product is unique and reference must be made to the manufacturers
recommendations and the FAA guidelines which are published each year.
CAUTION: Though these fluids pass the DTD crazing test for transparent panels, do not
apply hot spray directly onto window panels or seals as damage may occur.
CAUTION: The fluids identified in this procedure are for ground deicing/anti-icing only
and are not intended for and do not provide protection during flight.
CAUTION: Residue from thickened deicing/anti-icing fluids (Type ll, Type III or Type
lV) can remain in aerodynamically quiet areas and accumulate over time.
This residue can re-hydrate and expand into a gel-like material that could
freeze during flight and cause restrictions in the flight control systems. The
accumulation of residual fluid is more prevalent when using a one-step
deicing/anti-icing process which is commonly used in Europe.
CAUTION: For operators using the one-step application process, visually inspect flight
control systems for the presence of dry or re-hydrated fluid at least twice
during the winter operations season.
CAUTION: For operators using the two-step application process, visually inspect flight
control systems for the presence of dry or re-hydrated fluid once at the end
of the winter operations season, as a recommended minimum procedure.
CAUTION: Each operator must determine their own frequency of inspection based on
the operational tempo of their airplane or fleet. For additional information
concerning this guidance please contact the HBC field service representative
or the Technical Support telephone line.
A. Guidelines to Holdover Times (HOT)
(1) Visit FAA web site (www.faa.gov) and in the search field type [Holdover Time Tables] and press
go/search. A listing will be called up that will include (but is not limited to) documents that read
"FAA - Approved deicing Program Updates" for the current year. When the Web Site cannot be
accessed or questions arise, contact FAA Flight Standards, Washington DC at 202.267.8166 or
Textron Aviation Inc. 1.800.429.5372 or 316.676.3140.
(2) Before take-off the pilot in command must be satisfied the airplane is clear of frost, snow or ice,
within the limitations stated in the applicable Aircraft Flight Manual.
(3) If the holdover time is exceeded and visual/tactile investigation of flight surfaces is not possible,
then the airplane should be returned for further treatment with deicing/anti-icing fluid prior to
takeoff.
(4) Freezing point of SAE/ISO Type I fluid mixture used must be at a minimum of 10°C (18°F) below
OAT.
B. General Application
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WARNING: Make sure the airplane is grounded before any work is started.
WARNING: While these procedures are done, the surfaces will be very slippery
due to snow, ice, or deicing/anti-icing fluid; use a servicing stand
whenever possible. If a stand is not available, use mainplane
mats, safety belts, and take other similar precautions. Always
stand upwind of the airplane.
WARNING: Deicing /anti-icing fluids are toxic. Avoid contact with skin and
eyes, use goggles and protective clothing.
WARNING: Functional check of flight controls - If an airplane has been

extremely iced or snow covered, a flight control check should be
done. This check should be repeated after deicing.
CAUTION: Wing skin temperatures may differ and in some instances be lower
than the OAT. A stronger mix (more glycol) can be used under these
conditions.The deicing/anti-icing fluid used must be to a concentration
and at a temperature in accordance with the fluid manufacturer's
instructions, provided the following limitations are not exceeded:
• For heated fluids, a temperature of 60°C (140°F) at the nozzle is desirable.
The upper temperature limit shall not exceed fluid and airplane manufacturer's
recommendations.
• Before you apply fluid, ground the airplane and make sure the covers and blanks
are installed to the static vents, pitot heads, and stall detector vanes.
CAUTION: To prevent possible ingestion of deicing fluid, do not operate the engines
or APU (if applicable) while deicing is in progress.
CAUTION: After snow is cleared from the surfaces, make sure the areas listed
below are free from snow or ice:
• All air intakes
• Control surface hinges
• Gaps between wing trailing edge shroud and flaps, airbrakes and ailerons
• Gaps between horizontal stabilizer and elevators
• Gaps between rudder and vertical stabilizer
• Wheel brakes
• Landing gear bays
• All doors and external drains
• Cold air unit ram air exhaust outlet and duct
CAUTION: The directions given in the fluid manufacturer's instructions with

reference to the possibility of mixing UCAR ULTRA with the residues of
other fluids must be strictly adhered to. Minor contamination with Type
I fluids can significantly degrade the anti-icing performance.
C. Remove Frost
(1) Spray with deicing/anti-icing fluid to fluid manufacturer's instructions.
(2) Under severe frost forming conditions, after defrosting, give a further light application of the
concentrated fluid to make sure the maximum holdover period.
D. Remove Sleet and Freezing Rain
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CAUTION: After spraying, examine surface thoroughly, as ice formed by freezing

rain can be difficult to see under the deicing fluid and may require touch
for confirmation.
• Spray with undiluted deicing/anti-icing fluid.
E. Remove Snow
(1) Dry snow
(a) Remove by brushing, or by the application of a cold air blast, taking care not to trap the
snow in the control surface gaps and hinges.
(b) If the ambient temperature is above freezing, the snow can be removed by the application
of a hot air blast, and the cleared surface sprayed with diluted deicing/anti-icing fluid.
(2) Wet snow
(a) Remove with rubber squeegees, taking care not to trap the snow in the control surface
gaps and hinges.
(b) If ice has formed under the snow, clear by spraying with deicing/anti-icing fluid.
(3) Frozen snow and ice films
(a) Clear off any loose snow, then apply a heavy spray of deicing/anti-icing fluid to the
manufacturer's instructions.
• Brush the snow as the fluid is being applied; this will assist in breaking up the deposit
and help to retain the fluid on the deposit. When all frozen deposits have been
removed, give a final light spray.
(b) If the ambient temperature is above 0°C (32°F), ducted hot air blasts may be used to
disperse the ice.
• Do not use hot air blasts near windows, and take extreme care to prevent damage
by overheating to painted surfaces, rubber, glass, acrylic or glass fibre, hydraulic
pipelines, grease or oiled surfaces.
• Brush off or mop up water resulting from melted ice, as soon as possible.
F. Deice the Windshield
• Lightly spray windshield with fluid, windshield washing (DTD.900AA/4939A). If smearing occurs,
wipe clear using a warm damp rag.
G. Deice the Landing Gear
CAUTION: Deicing/anti-icing fluid must not come into contact with landing gear
electrical plugs and harnesses.
CAUTION: Do not let deicing/anti-icing fluid contact brake units.

(1) Brush-off loose accumulations of snow with soft brush.
(2) Remove stubborn deposits with a rag soaked in deicing/anti-icing fluid.
H. Anti-Icing
• If meteorological reports predict the onset of freezing rain or heavy frost deposits, an anti-icing
spray of cold (or hot if cold not available) concentrated ground deicing/anti-icing fluid Type II,
Type III or Type IV, will give limited holdover protection times, guidance for which is contained
in Web Site mentioned in paragraph GUIDELINES TO HOLDOVER TIMES (HOT). If the
precipitation is extremely heavy, deposits will form on top of the coating, but these will have little,
if any, adhesion to the surfaces and can be easily removed with a light spray of hot diluted fluid.
I. Fluid Spills
Glycol-based deicing fluids are biodegradable in water. Only gross contamination of slow moving or
restricted bodies of water would be likely to cause any serious environmental impact. Typical field-use
concentrations of deicing fluids, particularly when diluted by snow, ice or water, causes little or no
injury to most broad leaf plants, grasses perennial ground cover, and woody plants.
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Minor leaks or spills of deicing fluid in storage areas must be soaked up with an absorbent material,
such as sawdust, vermiculite, an all-purpose commercial oil absorbent, or sand. Carefully shovel the
absorbent/deicing fluid into an appropriate container for disposal.
Spilled, leaked, or contaminated deicing fluid must be disposed of in strict compliance with all
applicable federal, state, and local regulations and ordinances.
J. Remove Salt or Chemical Agents
CAUTION: Do not use high pressure water; damage may result to electrical
equipment and lubricated components.
(1) Where contamination has occurred on the structure, due to the airplane landing on airfields
where the snow or ice has been dispersed with salt or chemical melting agents:
(a) Wash down the affected areas with clean water as soon as possible. A wetting agent, such
as detergent cleaner (Teepol TS610) or Comprex A, may be added in small quantities.
(b) When the time or conditions prevent removal of the contamination at outstations, this must
be noted in the technical log, so that appropriate action may be taken to remove it at main
base.
K. Residue from Deice/Anti-Ice
(1) Inspection
(a) Gain access to areas, potentially affected by residue, where flight controls and other
systems components are located.
(b) Visually inspect for the presence of dry or rehydrated residue anywhere in these areas.
The residue may be difficult to see, especially if dry. Dry residue tends to be in the form
of a thin film that may be partially covered with grease or dirt. Rehydrated residue often
appears as a gel-like substance which is thicker and therefore more visible.
(2) Cleaning
(a) After identifying any residue it should be removed by using warm water with rags and/or
soft bristle brushes to clean the gel-like material away.
CAUTION: Make sure the water or compressed air does not cause any
residue to enter areas that are not accessible. Do not allow
runoff from the cleaning process to enter other areas of the
airplane.
CAUTION: Avoid spraying cleaning fluids onto bearings, fittings, control

cables and electrical connectors.
CAUTION: Do not spray controls with water if the ambient temperature

is below freezing unless the airplane is located in a heated
hangar.
CAUTION: This cleaning process can, potentially, remove grease from

control system bearings and fittings, and remove corrosion
inhibitors from control cables.
(b) The use of a low-pressure stream of water or compressed air to rinse away any residue
may prove helpful. Using Type I deicing fluid, or a mixture of water and Type I fluid, is also
a good cleaning agent for removal of residue.
(3) Relubrication (if required)
• If residue has been found and removed by cleaning, it is recommended that all bearings,
fittings, and control cables in the affected area be relubricated (Ref. Chapter 12-20-00,
201, SCHEDULED SERVICING).
12-30-00 Page 205

BEECHCRAFT®
MAINTENANCE MANUAL
3. Fire Extinguisher Agent Contamination

In the event of engine contamination by fire extinguisher agents, refer to the latest revision of PT6A-67D
ENGINE MAINTENANCE MANUAL P/N 3038336 or subsequent revision. Refer to Chapter 72-00-00,
ENGINE, TURBOPROP - INSPECTION.
4. Biocidal Agent Treatment

If evidence of microbiological contamination is detected, sterilize the fuel system using a biocidal
agent (3, Table 2, 12-00-00) in shock dose treatment quantities (Ref. Chapter 12-10-00, BIOCIDAL
AGENT). Repeat this shock treatment every 90 days until no contamination is found. If no evidence of
contamination is found, the fuel system should be sterilized annually.
12-30-00 Page 206

CHAPTER
20
STANDARD
PRACTICES -
AIRFRAME
BEECHCRAFT®
MAINTENANCE MANUAL

20-Title Page 1
20-Contents Pages 1-2 May 1/2019
20-00-00 Pages 1-2 May 1/2019
20-01-00 Pages 201-206 May 1/2019
20-02-00 Pages 1-2 May 1/2019
20-02-00 Pages 201-213 May 1/2019
20-03-00 Pages 1-2 May 1/2019
20-03-00 Pages 201-218 May 1/2019
20-04-00 Page 1 May 1/2019
20-04-00 Pages 201-203 May 1/2019
20-05-00 Page 1 May 1/2019
20-05-00 Pages 201-204 May 1/2019
20-06-00 Page 1 May 1/2019
20-06-00 Pages 201-214 May 1/2019
20-07-00 Pages 1-2 May 1/2019
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20-08-00 Pages 201-207 May 1/2019
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20-09-00 Page 201 May 1/2019
20-10-00 Page 1 May 1/2019
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20-14-00 Page 1 May 1/2019
20-14-00 Pages 201-204 May 1/2019
20-15-00 Page 201 May 1/2019

MAINTENANCE MANUAL

Temporary Revision
Number
BEECHCRAFT®
MAINTENANCE MANUAL
CONTENTS
STANDARD PRACTICES - AIRFRAME - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-00-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-00-00 Page 1
TORQUE WRENCHES - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-01-00 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-01-00 Page 201
ELECTROSTATIC DISCHARGE SENSITIVITY - DESCRIPTION AND OPERATION . . . 20-02-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-02-00 Page 1
Classification of Electrostatic Discharge Sensitivity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-02-00 Page 2
ELECTROSTATIC DISCHARGE SENSITIVITY - MAINTENANCE PRACTICES . . . . . . . 20-02-00 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-02-00 Page 201
ELECTRICAL BONDING - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . 20-03-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-03-00 Page 1
Electrical Bonding of Tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-03-00 Page 1
Electrical Power Returns. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-03-00 Page 2
Recommended Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-03-00 Page 2
ELECTRICAL BONDING - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-03-00 Page 201
Metal Surface Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-03-00 Page 201
Electrical Bonding Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-03-00 Page 203
Electrical Bonding Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-03-00 Page 205
CONTROL CABLES AND PULLEYS - DESCRIPTION AND OPERATION. . . . . . . . . . . . . 20-04-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-04-00 Page 1
CONTROL CABLES AND PULLEYS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . 20-04-00 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-04-00 Page 201
BEARINGS - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-05-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-05-00 Page 1
BEARINGS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-05-00 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-05-00 Page 201
TUBING, HOSE AND FITTINGS - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . 20-06-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-06-00 Page 1
TUBING, HOSE AND FITTINGS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . 20-06-00 Page 201
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-06-00 Page 201
Tube and Hose Assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-06-00 Page 201
Fluid Line Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-06-00 Page 203
Nonpositioning Type Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-06-00 Page 203
Pipe Thread Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-06-00 Page 203
Tube Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-06-00 Page 205
Tube Manufacturing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-06-00 Page 205
Conical Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-06-00 Page 212
LOCKING DEVICES - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-07-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-07-00 Page 1
LOCKING DEVICES - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-07-00 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-07-00 Page 201
AIRPLANE FINISH CARE - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . 20-08-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-08-00 Page 1
BEECHCRAFT®
MAINTENANCE MANUAL
AIRPLANE FINISH CARE - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . 20-08-00 Page 201

Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-08-00 Page 201
Nose Radome . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-08-00 Page 204
Radome Protective Boot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-08-00 Page 204
Air Inlet Ducts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-08-00 Page 205
Urinal Surface Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-08-00 Page 206
Battery Box and Lid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-08-00 Page 206
Rubber Seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-08-00 Page 206
Paint Free Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-08-00 Page 206
Laminated Fiberglass Surfaces. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-08-00 Page 207
Painting Wet Wing Fuel Access Plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-08-00 Page 207
CORROSION - DESCRIPTION AND OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-09-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-09-00 Page 1
CORROSION - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-09-00 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-09-00 Page 201
SEALING/BONDING - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-10-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-10-00 Page 1
SEALING/BONDING - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-10-00 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-10-00 Page 201
FIBERGLASS REPAIR - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 20-11-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-11-00 Page 1
FIBERGLASS REPAIR - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-11-00 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-11-00 Page 201
AIRFRAME PENETRATION INSPECTION - DESCRIPTION AND OPERATION . . . . . . . 20-12-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-12-00 Page 1
AIRFRAME PENETRATION INSPECTION - MAINTENANCE PRACTICES . . . . . . . . . . . 20-12-00 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-12-00 Page 201
WIRING - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-13-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-13-00 Page 1
WIRING - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-13-00 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-13-00 Page 201
Control Column Clearance Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-13-00 Page 201
LEADING EDGE EROSION PROTECTION - DESCRIPTION AND OPERATION . . . . . . 20-14-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-14-00 Page 1
LEADING EDGE EROSION PROTECTION - MAINTENANCE PRACTICES. . . . . . . . . . . 20-14-00 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-14-00 Page 201
CONTROL OF LIFE-LIMITED PARTS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . 20-15-00 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-15-00 Page 201
BEECHCRAFT®
MAINTENANCE MANUAL
STANDARD PRACTICES - AIRFRAME - GENERAL
1. General
This Chapter describes the standard maintenance practices used in maintaining the airplane in an
airworthy condition. The information in this Chapter is applicable during maintenance in several Chapters
of this maintenance manual. Maintenance procedures in a particular Chapter supersede the general
information in this Chapter.
WARNING: Any maintenance requiring the disconnection and connection of flight

identification of each side of the component being disconnected to
facilitate correct reassembly. At or prior to disassembly, components
should be color coded, tagged or properly identified in a way that it
will be obvious how to correctly reconnect the components. After
reconnection of any component, remove all identification tags. Check
all associated systems for correct function prior to returning the
airplane to service.
The information is broken down in several sub-system/sections. The following is a list of the information
contained in this Chapter.
A. 20-01-00 - Nut and Bolt Torque Information
This sub-system/section contains the general information for installation of torqued fasteners. It has
information on the use of torque adapters and torque Tables showing the torque of different types of
nuts and bolts.
B. 20-02-00 - Electrostatic Discharge Sensitivity Information
This sub-system/section contains the general information for maintenance of components that are
subject to electrostatic damage. Information is included for electrostatic free workstations, symbols,
packaging requirements, storage and transit requirements, static charge buildup and humidity and
dust effects.
C. 20-03-00 - Electrical Bonding Information
This sub-system/section contains the general information for installation of electrical wiring grounding,
tube grounding and electrical power returns.
D. 20-04-00 - Control Cable and Pulley Information
This sub-system/section contains the general information for maintenance and inspection of control
cables and pulleys.
E. 20-05-00 - Bearing Information
This sub-system/section contains the general information for installation and removal of bearings. The
removal is described by the use of the hydraulic and mechanical press method. The installation is
described by use of the retaining compound and the staking method.
F. 20-06-00 - Tubing Information
This sub-system/section contains the general information for maintenance of hoses, tubing and
fittings. Components are not identified, but the information is basic and applies to most applications.
Any specific information on the system is contained in the applicable Chapter such as hydraulic
tubing for the landing gear in Chapter 32. Information on tube mismatch and bending is included.
G. 20-07-00 - Fastener Locking Information
This sub-system/section contains the general information for the installation of cotter pins, lockwire,
tab and cup type keywashers, retaining rings, turnbuckle locking clips and taper pins.
H. 20-08-00 - Airplane Finish Information
20-00-00 Page 1
BEECHCRAFT®
MAINTENANCE MANUAL
This sub-system/section contains the general information for maintenance of the finishes used on the
airplane and paint removal and application.
I. 20-09-00 - Corrosion Removal and Control Information
This sub-system/section contains the general information for the control, treatment and removal of
corrosion.
J. 20-10-00 - Sealing and Adhesive Information
This sub-system/section contains the general information for application of sealer and adhesives,
sealer applications, cure recommendations and solvents used to clean the sealer or adhesive.
K. 20-11-00 - Fiberglass Repair Information
This sub-system/section contains the general information for repair of minor and major fiberglass
damage. It does not cover air conditioning ducts, heat ducts or interior plastic or fiberglass parts
repair.
L. 20-12-00 - Airframe Penetration Inspection Information
This sub-system/section contains the general information for inspection of cracks or other
discontinuities that are open to the surface of solid and nonporous materials.
M. 20-13-00 - Wiring Inspection Information
This sub-system/section contains the general information for inspection of wiring and criteria for repair
or replacement.
N. 20-14-00 - Leading Edge Erosion Information
This sub-system/section contains the general information for the control of erosion on airplane leading
edges.
O. 20-15-00 - Control of Life-Limited Parts
This sub-system/section contains the general information for the control of life-limited parts. These
guidelines may be used to assess the life status of an aircraft part. Note that this is not an exhaustive
list.

The special tools and recommended materials for this Chapter are included in the Tables located in the
applicable sub-system/sections for convenience.
20-00-00 Page 2
BEECHCRAFT®
MAINTENANCE MANUAL
TORQUE WRENCHES - MAINTENANCE PRACTICES
1. Procedures
Threads of nuts and bolts to be torqued must be clean and free of all lubricants unless otherwise specified.
The loss of normal friction by contamination may result in overtorquing.
NOTE: Torque wrenches should be exercised before they are used.

A measurable torque may be required to initiate the turning of some locknuts. This initial torque
must then be added to the desired torque to attain the proper torque setting. For example; a
locknut that requires 20 inch-pounds of force to turn freely should be torqued at 20 inch-pounds
above the desired torque. If the desired torque is 80 inch-pounds, the torque wrench must
indicate 100 inch-pounds to achieve the desired torque. This method compensates for the
friction of the locknut or fastener.
When an adapter is used with a torque wrench (Ref. Figure 201), compensation must be made for the
increased or lost leverage. A new torque requirement must be calculated before the final torquing. To
figure the desired torque which will actually give the torque specified, use the following formula:
Formula for increased effective length:

Y = 135 X 10 ÷ 10 + 1.5 = 1350÷ 11.5 = 117.39
Y = 117 inch-pounds
Formula for decreased effective length:

Y = 135 X 10 ÷ 10 - 1.5 = 1350 ÷ 8.5 = 158.82
Y = 159 inch-pounds
Basic Torque Formula: T X L ÷L ± E = Y
LEGEND:
T = Actual (Desired) Torque
Y = Apparent (Indicated) Torque
L = Effective Lever Length
E = Effective Length of Extension
EXAMPLE:
T = 135 inch-pounds
Y = Unknown
L = 10.0 inches
E = 1.5 inches
If a torque wrench is not available, an acceptable method of checking the torque is to attach a spring
scale (Ref. Figure 202) to a conventional flex or "T" handle inserted into an adapter. Force should be
applied in a direction perpendicular to an imaginary line extending from the center of the bolt through the
spring scale attaching point.
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To calculate the force in pounds (scale reading) required to obtain the specified torque, divide the
torque in inch-pounds by the distance in inches between the center of the bolt and the scale attaching
point. For example, if the specified torque is 200 inch-pounds and the distance is 15 inches, a pull of
13.3 pounds must be applied.
When a torque wrench adapter is used, the length of the adapter must be added to the length of the flex
or "T" handle wrench and a value calculated for that particular combination. The following is a typical
example in finding a desired value.
Effective length of flex or "T"

Handle Wrench................................12 inches
Length of Adapter............................3 inches
Total Length.....................................15 inches
Desired torque on bolt.....................2000 inch-pounds
(2000 inch-pounds) ÷(15 inches) = 133.3 pounds
Table 201. Table 201Fine Thread Series, Class 3, Cadmium Plated and Non lubricated (Except as Noted)
Torque Limits Recommended for Maximum Allowable Tightening Torque

Installation (Inch-Pounds) (Inch-Pounds)
Column 1 Column 2 Column 3 Column 4
Size MS20365 MS21042 MS20364 MS21245 MS20265 MS21042 MS20364 MS21245
AN310 & Dry-Film AN320 & Dry-Film AN310 & Dry-Film AN320 & Dry-Film
MS17875 Lub Nut MS17876 Lub Nut MS17875 Lub Nut MS17876 Lub Nut
Nuts (Tension) Nuts (Shear) Nuts (Tension) Nuts (Shear)
(Tension) (Shear) (Tension) (Shear)
5/32-36 12-15 * 7-9 - - - 20 * 12 - - -
3/16-32 20-25 15-19 12-15 - - - 40 30 25 - - -
1/4-28 50-70 37-47 30-40 - - - 100 70 60 - - -
5/16 100-140 56-78 60-78 - - - 225 135 140 - - -
3/8-24 160-190 72-108 95-110 - - - 390 200 240 - - -
7/16-20 450-500 - - - 270-300 - - - 840 - - - 500 - - -
1/2-20 480-690 - - - 290-410 210-230 1100 - - - 660 425
9/16-18 800-1000 - - - 480-600 310-430 1600 - - - 960 660
5/8-18 1100- - - - 660-780 485-605 2400 - - - 1400 1060
1300
3/4-16 2300- - - - 1300- 1090- 5000 - - - 3000 2500
2500 1500 1250
7/8-14 2500- - - - 1800- 1640- 7000 - - - 4200 3740
3000 2400 2100
* This is a coarse thread (0.1640-32) with recommended torque limits of 9-11 inch-pounds
and a maximum allowable tightening torque of 14 inch-pounds.
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Table 202. Table 202Coarse Thread Series, Class 3, Cadmium Plated and Non lubricated
Torque Limits Recommended Maximum Allowable Torque

(Inch-Pounds) (Inch-Pounds)
Size
AN365 & AN310 AN364 &AN320 AN365 & AN310 AN364 & AN320
8-32 12-15 7-9 20 12
10-24 20-25 12-15 35 21
1/4-20 40-50 25-30 75 45
5/16-18 80-90 48-55 160 100
3/8 160-185 95-110 275 170
7/16-14 235-255 140-155 475 280
1/2-13 400-480 240-290 880 520
9/16-12 500-700 300-420 1100 650
5/8-11 700-900 420-540 1500 900
3/4-10 1150-1600 700-950 2500 1500
7/8-9 2200-3000 1300-1800 4600 2700
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Table 202. Table 202Coarse Thread Series, Class 3, Cadmium Plated and Non lubricated (continued)
Torque Limits Recommended Maximum Allowable Torque
(Inch-Pounds) (Inch-Pounds)
Size
AN365 & AN310 AN364 &AN320 AN365 & AN310 AN364 & AN320
1-8 3700-5000 2200-3000 7600 4500
1 1/8-8 5500-6500 3300-4000 12000 7200
1 1/4-8 6500-8000 4000-5000 16000 1000
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Torque Wrench and Adaptor

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Computing Torque with Spring Scale

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ELECTROSTATIC DISCHARGE SENSITIVITY - DESCRIPTION AND OPERATION
1. General
Some types of electronic components are easily damaged by electrostatic discharge (ESD), and require
special handling and storage procedures. ESD is a release of stored electrostatic charge which has been
generated by actions such as contact, rubbing, or separating of materials. A charge of this type can
damage electrical and electronic equipment installed in the airplane. In some instances, the damage
may not be immediate, but progressive. Components and items of equipment that can be damaged
by electrostatic discharge are considered to be electrostatic discharge sensitive (ESDS). Electronic
components that are considered to be electrostatic discharge sensitive include integrated circuits,
transistors and diodes, monolithic and hybrid microelectronics, MOS capacitors, thin film resistors, and
piezoelectric crystals. Any circuit or piece of equipment containing ESDS components is subject to ESD
damage if certain handling precautions are not observed.
Personnel who remove, inspect, test or install instruments and equipment containing ESDS components
must be aware of the possibility of ESD damage, and should handle ESDS components in accordance
with procedures covered in this chapter. Proper procedures and policies for the handling of ESDS
components and equipment should be adhered to for the following reasons:
• Control of ESD damage, from time of component manufacture to time of actual installation, must be
verifiable and must be maintained by use of established industry standards.
• Established policy dictates that all personnel follow certain procedures to prevent damage to ESDS
components and equipment.
• Personnel in interacting areas of responsibility must be aware of their obligation to maintain proper
ESD-controlled environments.
Table 1 lists several materials and the associated electrostatic charge polarity and magnitude for each.
Materials at the top of the list are capable of producing the greatest amount of positive electrostatic
charge, while materials at the bottom of the list are capable of producing a similar negative electrostatic
charge. Items of dissimilar polarity provide the greatest potential for electrostatic discharge. Numeric
values have not been assigned to the listed materials, as static charge levels are not constant, and will
vary with ambient conditions. A greater possibility of ESD exists when the positions of listed items in
Table 1 are farther apart. For example, an individual using his/her hands to pick up a PVC pipe has more
potential for producing ESD than does an aluminum part contacting a steel part.
Table 1. Material Polarity
MATERIALS CHARGE (Relative MATERIALS CHARGE (Relative

Magnitude and Magnitude and
Polarity) Polarity)
Air Positive Sealing Wax Negative
Human hands Positive Hard Rubber Negative
Asbestos Positive Nickel, Copper Negative
Rabbit fur Positive Brass, Silver Negative
Glass Positive Gold, Platinum Negative
Mica Positive Sulfur Negative
Human hair Positive Acetate, Rayon Negative
Nylon Positive Polyester Negative
Wool Positive Celluloid Negative
Fur Positive Orlon Negative
Lead Positive Saran Negative
Silk Positive Polyurethane Negative
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Table 1. Material Polarity (continued)

MATERIALS CHARGE (Relative MATERIALS CHARGE (Relative
Magnitude and Magnitude and
Polarity) Polarity)
Aluminum Positive Polyethylene Negative
Paper Positive Polypropylene Negative
Cotton Positive PVC (Vinyl) Negative
Steel Neutral KRL-F (CTFE) Negative
Wood Negative SILICON Negative
Amber Negative TEFLON Negative
Table 2 identifies some typical electrostatic charge levels and the actions that can produce the
electrostatic charge.
Table 2. TYPICAL ELECTROSTATIC VOLTAGES
Actions of persons MOST COMMON READING HIGHEST READING (VOLTS)

(VOLTS)
Walking across carpet 12,000 39,000
Walking across vinyl tile floor 4,000 13,000
Seated in polyurethane foam chair 1,800 18,000
Picking up poly bag 1,500 20,000
Inserting paperwork into vinyl 800 7,000
envelopes
This data based on an ambient relative humidity of 15 to 36 percent.
2. Classification of Electrostatic Discharge Sensitivity

Three levels of sensitivity classification are established for electrostatic discharge sensitivity devices.
Classification is used to aid the manufacturer or supplier in providing packaging and handling
requirements that protect the ESD sensitive item, device or component through all phases of handling and
packaging of the device during its service life. The three classes of ESD sensitivity are as follows:
Class 1Sensitivity range is from 0 to 1,999 volts.
Class 2Sensitivity range is from 2,000 to 3,999 volts.
Class 3Sensitivity range is from 4,000 to 15,999 volts.
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ELECTROSTATIC DISCHARGE SENSITIVITY - MAINTENANCE PRACTICES
1. Procedures
A. Removal/Installation of ESDS Equipment
Observe the following procedures when removing or installing ESDS equipment:
CAUTION: Tools with plastic or insulated handles should not be used around ESDS
devices. These tools can carry a static charge which does not readily
discharge during the grounding process. Insulated tools should be used
only during power-on testing of aircraft systems to prevent electrical
shock to maintenance personnel performing the tests.Some circuit
board assemblies may be protected by plastic covers. These covers
can store an electrostatic charge. Use a static control work station to
neutralize any electrostatic charge on the covers before touching a
printed circuit board. Store the covers a safe distance from the work
area.
(1) When using test equipment, discharge all test leads to the ground prior to connection to the
ESDS circuit under test.
(2) Use a portable static control work station when removing ESDS circuit boards from card cages
and enclosures at the airplane.
(3) Place removed ESDS equipment on the static dissipative surface of the work station before
opening the static shielding container holding the replacement ESDS equipment.
(4) Just prior to engaging a cable connector with its mating receptacle, touch the connector shell
to the receptacle shell to neutralize any electrostatic charge on the connector or the installer's
body.
(5) Maintain protective coverings on stored ESDS equipment.
B. Handling of ESDS Components and Equipment
All personnel handling ESDS components and equipment should receive instruction in the proper
handling of such items. Observe the following handling rules to prevent damage to ESDS components
and equipment:
(1) Keep ESDS components and equipment inside ESD protective packaging until opened at a static
control work station.
(2) Before unsealing ESD protective packages, place the packages on the work surface of a static
control work station.
(3) Do not use pressure air nozzles to remove dust from ESDS printed circuit boards. Rapid
movement of air, combined with airborne dust particles, can create an electrostatic charge that
will destroy ESDS components.
(4) Always wear a grounding wrist strap when opening any ESD protective package.
(5) Avoid touching circuit components or connector pins when handling ESDS components or
equipment.
(6) Never place any ESDS component, before or after assembly, on a nonconductive surface or in
a container not specifically designed for storage of ESDS devices.
(7) Protect ESDS components and equipment with protective containers, conductive caps, and/or
pin-shorting devices.
(8) Store and transport ESDS components and equipment in ESD protective containers. Seal all
protective containers with an ESD warning label prior to shipment.
(9) Place all loose ESDS components and equipment into ESD protective containers BEFORE
removing a grounding wrist strap.
(10) Keep the work station free of any material not required to accomplish the assigned task.
(11) Follow established ESD protection rules and procedures.
(12) Always use a static control work station, either permanent or portable, when removing ESDS
components and equipment from protective packaging.
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(13) Use only grounded, electrically isolated, and temperature controlled soldering irons that have
been rated for use with ESDS components and equipment. Use only hand tools that have
conductive or static dissipative handles or grips. Test equipment, such as scopes and meters,
must be rated for use around ESDS components and equipment.
(14) Avoid exposing ESDS components and equipment to large electromagnetic or electrostatic fields
such as transformers or transmitting antennas.
C. Controlling Static Charge Buildup
Four basic techniques are employed in ESD control. These are:
(1) MINIMIZE THE CHARGE BUILDUP - Minimize electrostatic charge buildup by using conductive
or static dissipative flooring and static-dissipative work surfaces. Wear leather shoes, cotton
socks, and a grounding ankle strap to dissipate body charge buildup. Wear cotton clothing
instead of wool or synthetics. Use an ionized air blower to dissipate charges from nonconductive
items.
(2) DRAIN OFF THE CHARGE TO GROUND - The human body is a good electrical conductor
and for that reason electrostatic charges on the body can be dissipated by skin contact with a
grounding device such as a wrist or ankle strap. Always wear a grounding wrist strap when
opening ESD containers or handling exposed ESDS components and equipment.
(3) NEUTRALIZE THE CHARGE - Nonconductors, such as polystyrene coffee cups, plastic bags,
and some clothing develop electrostatic charges that cannot be neutralized by grounding.
Ionized air flow will neutralize an electrostatic charge on a nonconductor as long as the ionized
air blower puts out both positive and negative ions.
(4) MINIMIZE THE EFFECTS OF ELECTROSTATIC FIELDS - The immediate environment
surrounding ESDS components and equipment must be free of electrostatic fields or must have
suitable static shielding to minimize induced effects from electrostatic fields.
D. Permanent Static Control Workstation
A static control work station provides for static-free handling of ESDS components and equipment by
diverting, to ground, electrostatic charges on conductive objects (Ref. Figure 201).
A permanent static control work station consists of the following items:
CAUTION: Never wear a grounding wrist strap over clothing. The strap must be in
contact with the wearer's skin to adequately dissipate any electrostatic
charge. Under certain conditions, personnel using a grounding wrist
strap may need to use a lotion-type skin moisture enhancer to provide
a low-resistance connection between the wrist and the wrist strap.
(1) GROUNDING WRIST STRAP - Each person that handles ESDS components and equipment
must wear a grounding wrist strap to dissipate bodily electrostatic charges. The wrist strap must
fit firm against the skin and release quickly in case of an emergency. The wrist strap incorporates
a 1-megohm current-limiting resistor, in series with the ground cord, to protect the wearer from
electrical shock hazards.
(2) STATIC-DISSIPATIVE WORK SURFACE - Conductive mats on the work bench surface are
designed to remove electrostatic charges from conductive items placed on the mat.
(3) CONDUCTIVE FLOORING - Conductive flooring is used when additional control of ESD is
required. To maintain total control over ESD, use conductive chairs, a grounding heel strap,
and conductive shoes. Conductive flooring in ESD control areas must be free of all wax or other
nonconductive coatings.
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(4) HARD GROUND CONNECTION - Grounding of the static control work station is accomplished
through one or more copper ground rods driven into moist earth to a depth sufficient to provide
a low resistance path from the work station to ground. All work station connections to ground
are made through a one megohm resistor to protect work station personnel from electrical shock
hazards by limiting current flow to ground.
NOTE: Check building grounds to ensure that there is no current looping from other nearby
grounds.
Ensure that the source of current is external and not static.
(5) IONIZED AIR BLOWER - The ionized air blower provides a constant flow of positive and negative
ions over the work station surface to neutralize electrostatic charges on nonconductive materials
in the air flow path. The use of an ionized air blower, in combination with a static control work
station, provides additional protection for ESDS components and equipment. Since it is not
always possible to eliminate all static charge accumulators (Styrofoam, plastic, etc.) from a work
area, the ionized air blower is used to provide additional protection by flooding the work area with
balanced negative/positive ionized air. Static charge accumulators should always be kept away
from static-free areas, but inadvertent static is difficult to control, especially when developed by
such common items as clothing, footwear, combs, and pens. An ionized air blower will help
control some of this inadvertent buildup.
(6) STATIC DISSIPATIVE SEATING - Chairs used at ESD protected work stations must be
conductive, and if padded, must be covered with static dissipative material.
(7) CONDUCTIVE CONTAINERS - ESDS devices must be transported in approved containers
to prevent ESD damage. These special containers are made of metal or special conductive
plastic. Before static-sensitive components and equipment are removed from a static control
work station, they must be packaged in containers that provide at least as much protection as
that provided by the work station. Conductive boxes, kit trays, and similar types of approved
containers provide complete ESD protection to ESDS components and equipment while in
transit.
(8) GROUNDING HEEL STRAP - A grounding heel strap can provide additional ESD protection.
The heel strap makes contact with the wearer's skin at the ankle, and extends to the bottom of
footwear to make contact with a conductive mat or conductive flooring. The grounding heel strap
can be used in combination with a grounding wrist strap to provide maximum ESD protection.
(9) ANTISTATIC/CONDUCTIVE CLOTHING - Many types of clothing generate electrostatic
charges. To remove some of this buildup, work station personnel should wear outer garments
that help dissipate electrostatic charges. Cotton ranks among the best fabrics for antistatic
protection. Do not wear synthetic or wool fabrics around ESDS devices, as these fabrics retain
electrostatic charges.
E. Portable Static-Control Workstation
A portable static control work station provides for static-free handling of ESDS components and
equipment during maintenance operations at the airplane. The typical portable work station is
available as a field service kit that is used to dissipate electrostatic charges before the charges can
damage ESDS components and equipment (Ref. Figure 202).
A typical portable static control work station consists of the following items:
(1) GROUNDING WRIST STRAP - Each person who handles ESDS components and equipment
must wear a grounding wrist strap to dissipate bodily electrostatic charges. The wrist strap
must fit firm against the skin and should release quickly in case of emergency. The wrist strap
incorporates a 1-megohm current-limiting resistor, in series with the ground cord, to protect the
wearer from electrical shock hazards.
(2) STATIC-DISSIPATIVE WORK SURFACE - A conductive mat is an integral part of the portable
work station, and is designed to remove electrostatic charges from conductive items when those
items contact the mat.
(3) HARD GROUND CONNECTION - Ground the portable work station to the airframe or to a
common ground as shown. All portable work station connections to ground are made through
1-megohm current-limiting resistors to protect maintenance personnel from electrical shock
hazards.
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F. Humidity and Dust Effects on ESDS Components and Equipment

Humidity is a factor in the control of ESD. The lower the humidity, the greater the chance of damage
to ESDS components and equipment. Humidity at the work station should be maintained between 30
and 65 percent.
Repair of ESDS circuit boards, including replacement of ESDS components, should be performed in
a dust-free environment.
G. Packaging of ESDS Components and Equipment
All ESDS components and equipment require special ESD protective packaging. Seal all ESDS
packages with an appropriate cautionary label as shown (Ref. Figures 203, 204, 205, 206, 207 and
208).
CAUTION: Do not use clips or staples when sealing any ESDS package. Do not
use carbon-filled, conductive bags. Remove ESDS components and
equipment from protective, static-shielded containers only at a static-
control work station after attaching a grounding wrist strip and verifying
that ESD producing items are not on the static-dissipative work surface.
ESD protective packaging requirements, unless otherwise defined by specification, shall conform to
the following:
• Class 1 - Package in multi-layer conductive type bags consisting of an inner and outer layer of
antistatic (surface resistivity of 109 to 1014 ohms per square inch) or static dissipative (surface
resistivity of 105 to 109 ohms per square inch) material with a middle layer of conductive material
(surface resistivity of 10 ohms or less).
• Class 2 - Package in a static dissipative material possessing a surface resistivity of 105 to 109
ohms per square inch. Materials specified for Class 1 may also be used.
• Class 3 - Package in an antistatic material possessing a surface resistivity of 109 to 1014 ohms
per square inch.
Place all ESDS devices in approved static shielding containers before packing in shipper's normal
exterior containers. Use antistatic cushioning or fill materials. Do not use static generating materials,
such as polyethylene, Styrofoam, or paper.
Antistatic packaging is generally pink or blue in color. The material differs from common plastic in
that an antistatic compound is incorporated into the material during the manufacturing process. This
type of packaging DOES NOT provide static shielding, and is generally used to package instruction
sheets, data sheets, and other non-ESDS materials prior to introduction into a static-free environment.
All non-ESDS items, that are to enter an ESD work station, require repackaging in antistatic materials.
Conductive static-shielding packaging differs from antistatic packaging, in that it has the ability to shield
the devices, contained within from external static charges. Conductive static-shielding packaging is
available in the form of bags and rigid containers.
H. Marking of ESDS Components and Equipment
All ESDS components and equipment should be marked appropriately with an ESDS symbol as shown
(Ref. Figure 205).
NOTE: ESDS symbols (circle with arrows pointing into the circle from equidistant positions or a
hand inside of a triangle with an angling bar across the triangle) are yellow on a black
background or black on a yellow background.
Mark unit containers with the ESDS caution label on the outside of the package. Mark exterior
containers with an ESD caution label as shown (Ref. Figure 208). Apply marks directly to each
ESDS printed circuit board, assembly cover, equipment enclosure, or access door that would expose
ESDS devices if removed. Mark appropriately using decal transfer, stencil, silk screen, or any other
method meeting permanent legibility requirements.
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Display ESDS symbols in a prominent package location to alert all personnel to the presence of ESDS
devices and equipment. The ESDS symbol should be at least 1/4 inch diameter. ESDS symbols that
are attached to circuit boards should contrast with the circuit board base color. Enclosures that contain
ESDS circuit boards should be identified by bright orange paint on the outer face of the enclosure.
I. Storage and Transit of ESDS Components and Equipment
CAUTION: Never use ordinary plastic containers or packing materials when

transporting ESDS components or equipment.
When preparing ESDS devices for shipment, ensure all assemblies and equipment have been
protected against ESD through appropriate handling at static-controlled work stations.
ESDS packages, which have been properly enclosed in protective packages, require proper storage
and transfer in conductive static-dissipative, or static-free containers. Shipping information and other
instructions, accompanying ESD-protected packages, shall be contained in anti-static materials.
ESDS components, that are received in damaged or opened packing containers, are not acceptable,
and should be returned for replacement.
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Permanent Static Control Work Station

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Portable Static Control Work Station

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Equipment Enclosure Cautionary Placards

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ESDS Drawing Note

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ESD Symbols
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ESDS Unit Container Notice

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Protective Container Notice

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In-House Storage Container Label

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ELECTRICAL BONDING - DESCRIPTION AND OPERATION
1. General
The following terms are defined as used in the system description:
• ELECTRICAL BOND: A reliable electrical connection between conductive parts which provides
electrical conductivity.
• ELECTRICAL BONDING: Conductive parts are considered electrically bonded when they are
mechanically inter-connected to maintain a common electrical potential.
• GROUND: A conducting connection, whether intentional or accidental, by which an electrical current
or equipment is connected to maintain a common electrical potential.
There are two basic types of electrical bonding; direct and indirect. Both are accomplished by using
mechanical methods to attach the electrical conductors. Bolts, rivets, conductive laminates, flashing and
bonding jumpers are commonly used.
Whether direct or indirect, all electrical bonding must reflect high maintenance standards to maintain
the electrical integrity. Many times, an ill-prepared surface may initially provide sufficient grounding
properties, but experience a rapid deterioration in conductivity when corrosion from contaminants or
moisture appears on the bonding surface. All bonding surfaces should be free of primer or coatings not
compatible with electrical conductance. This includes but is not limited to, all protective films such as
anodize, grease, oil, paint, lacquer, or other finishes with high resistance properties. Once the electrical
bonding surface is cleaned, and the necessary protective coatings applied, the component is installed and
a resistance check is performed to verify continuity of the electrical bond.
A. Direct Electrical Bonding
Direct electrical bonds are frequently used for metal-to-metal joints. Before assembly, the joints are
treated with a conductive film that prevents corrosion of the bonding surface. Most direct electrical
bonds involve the installation of components on aluminum.
B. Indirect Electrical Bonding
When direct electrical bonding methods are impractical, indirect bonding methods are used. Indirect
electrical bonding is most commonly accomplished by using bonding jumpers to make the desired
connection. These flexible metal straps are attached to a prepared metal surface using screws, studs,
nuts and washers. The connection is always as short as possible and uses a single jumper. Two
bonding jumpers connected in a series is unacceptable, as this can double the resistance between
the ground plane and bonded component. Bonding jumpers are also used to electrically connect
tubes between joints.
CAUTION: Anytime maintenance is performed on or around these flexible bonding

jumpers, the wire should not be bent or damaged as this has a tendency
to weaken the jumper and reduce its effectiveness. "WIGGLING" the
bonding jumper to see if the end terminals are tight is unacceptable
as this may also induce fatigue on the crimped portion of the bonding
jumper.
Indirect electrical bonding is also used to connect the airplane wire harness shielding terminals to a
ground. The tubular braiding attaches to the electrical connectors with clamps and shields the airplane
wire harness for its entire length.
2. Electrical Bonding of Tubes

All metallic tubes that carry petroleum products or other fluids, including gases, must have a mechanically
secure connection to the ground plane for static dissipation. Plumbing sections must be electrically
bonded to each other to eliminate a potential electrical charge on the individual segments. Continuity
between the plumbing segments is achieved with electrical bonding clamps or jumpers. Electrical bonding
clamps, used in some applications, have a wire that contacts the plumbing on either side of the clamp,
ensuring continuity across the joint.
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3. Electrical Power Returns

Electrical power returns should be direct with the shortest possible path from the operating equipment to
ground when practical. For current return leads of size 4 AWG or larger, the electrical bonding connection
shall not be connected directly to a structure, but shall be made to a tab or doubler of sufficient size which
has been properly attached to the structure (Ref. Figure 208, Maintenance Practices). This method
prevents damage should a faulty connection induce high current flow through the connection. A maximum
of four wire terminals may be installed on an individual grounding stud. If two or more wires are grounded
to an individual stud, each wire must form a mechanically sound connection and meet applicable maximum
resistance values. Component case electrical bonding and current return bonding are separate, with the
connections made to separate ground studs. As a general rule and precaution, note the power return
configuration before removal of a component, and ensure the right configuration is used during installation.
4. Recommended Materials
The recommended materials listed in Table 1 as meeting federal, military or supplier specifications are
provided for reference only and are not specifically prescribed by Textron Aviation Inc. The products
included in this Table have been tested and approved for aviation usage by Textron Aviation Inc., by
the supplier or compliance to the applicable specifications. Generic or locally manufactured products
which conform to the requirements of the specification listed may be used even though not included in
the Table. Only the basic number of each specification is listed. No attempt has been made to update
the listing to the latest revision. It is the responsibility of the technician or mechanic to determine the
current revision of the applicable specification prior to usage of the product listed. This can be done by
contacting the supplier of the product to be used.
MATERIAL SPECIFICATION PRODUCTS SUPPLIER

1. Methyl Propyl Obtain Locally
Ketone (MPK)
2. Coating Alodine 1200 Amchem Products Inc.,
Spring Garden St.,
Ambler, PA 19002
3. Conformal MIL-I-46058 Conothane CE-1155 Conap Inc., 1405 Buffalo
Coating St., Olean, NY 14706
4. Primer MIL-P-2337 1-1Y-12/1-1H-7 Advanced Coatings &
Chemicals, 4343 Temple
City Blvd., Temple City,
CA 91780
5. Sealant AMS -S-8802Type 1 PR1422 B1/2 Products Research and
Chemical Corp., 5426
San Fernando Rd.,
Glendale, CA 91203
6. Cleaner O-T-634 1,1,1, Trichoroethane Advanced Coatings &
Chemicals, 4343 Temple
City Blvd., Temple City,
CA 91780
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ELECTRICAL BONDING - MAINTENANCE PRACTICES
1. Metal Surface Preparation

Surface preparation for electrical bonding requires the complete removal of anodic film, grease, oil, paint,
lacquer, metal finishes and other resistive coatings from an area slightly larger than the bonding surface.
A clean, smooth, properly contoured electrical bonding surface should be obtained, while removing the
least amount of metal possible.
NOTE: Do not use emery cloth or iron oxide sandpaper. Use only aluminum oxide or silicon carbide
sandpaper.
WARNING: When working in an enclosed area with solvents, cleaners or finishes,

provide a means of adequate ventilation to prevent a concentration of
harmful vapors.
The procedures that follow describe preparation of the various types of metal surfaces for electrical
bonding.
A. Aluminium Surfaces
(1) Remove any non soluble protective finishes or corrosion from an area slightly larger than the
area to be bonded (minimum of 0.25 inch) by sanding with fine sandpaper.
NOTE: A stainless steel wire brush with a pilot may be used to clean small areas (Ref.
Figure 201).
(2) Clean the bonding surface thoroughly with MPK (1, Table 1) to remove any oils or contaminants.
NOTE: Do not touch the bonding surface with bare hands. Body oils or acids may prevent
adhesion of the alodine film or cause corrosion.
(3) Shake the alodine solution (2, Table 1) vigorously just prior to application, then apply to the
bonding surface with a clean Scotch Brite pad, sponge, brush or cloth.
NOTE: The alodine solution should have an amber color. If the solution is coffee colored it
has been contaminated. Repeat the cleaning procedure if contaminated alodine has
been applied to the bonding surface.
(4) Keep the treated area wet with alodine for approximately 3 to 5 minutes until a yellow color
develops. Should the alodine not change color, it is an indication that the surface was not
properly cleaned.
(5) After the alodine has changed color rinse the area with clean, deionized water and gently wipe
dry. Touch-up any areas where the alodine does not cover the bonding surface. Care must be
taken not to damage the alodine coating as it is still soft when bonding.
NOTE: The bonding surfaces must be assembled within one hour of alodine treatment.
Once dried, alodine must be softened before it can be effectively used in bonding.
If more than an hour has passed, soften the alodine by applying wet alodine to
the dried surface.
(6) Install the component being electrically bonded. Perform the ELECTRICAL BONDING CHECK
procedure.
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(7) Seal around the edges of the electrical bond with conformal coat per MIL-I-46058 (3, Table 1).
If the assembly was originally protected by primer, prime the assembly with primer (4, Table 1)
and apply the original finish as required.
NOTE: The bond area must be refinished within 24 hours of electrical bonding to preserve
the integrity of the bond. If the bond involves a structural component, it must be
fillet sealed at the edges or seams with sealant (5, Table 1) to prevent moisture from
entering and deteriorating the electrical bonding surfaces. Refer to 20-08-00 for
information on airplane finishes.
B. Corrosion Resistant (CRES) Steel Surfaces
(1) Remove all grease and oil from the electrical bonding surface with cleaner (6, Table 1).
(2) Remove all paint or lacquer from the electrical bonding surface with MPK (1, Table 1).
NOTE: Use care not to remove any zinc or cadmium plating from the steel surfaces.
(3) Allow the electrical bonding surfaces time to thoroughly dry.

procedure.
NOTE: The bond area must be refinished within 24 hours of bonding to preserve the
integrity of the bond. If the bond involves a structural component, it must be fillet
sealed at the edges or seams with sealer (5, Table 1) to prevent moisture from
entering and deteriorating the electrical bonding surfaces. Refer to 20-08-00 for
information on airplane finishes.
C. Stainless Steel and Titanium Surfaces
(1) Remove all oil and grease from the electrical bonding surface with cleaner solvent (6, Table 1).
(2) Remove all paint or lacquer from the electrical bonding surface with MPK (1, Table 1).
(3) Allow the electrical bonding surface to thoroughly dry.
(4) Lightly sand the electrical bonding surface.
(5) Use cleaner solvent (6, Table 1) to clean the electrical bonding surfaces and wipe dry with a
clean rag.
procedure.
(7) After a good bond has been verified with the resistance check procedures, it must be fillet
sealed at the edges or seams with sealant (5, Table 1) to prevent moisture from entering and
deteriorating the electrical bonding surfaces.
Table 201. Hardware Used With Ground StudsTinned Copper Terminal and Jumper
Screw, Lock Lock

Washer C
Structure Bolt and Plain Nut Washer A Washer B Washer E Washer F
& D
Locknut MS35338 MS35338
Aluminum Cadmium Cadmium Aluminum Aluminum Cadmium Cadmium Cadmium
Alloys Plated Plated Alloy Alloy Plated Plated Plated
Steel Steel Steel Steel Steel
Steel, Cadmium Cadmium None None Cadmium Cadmium Cadmium
Cadmium Plated Plated Plated Plated Plated
Plated Steel Steel Steel Steel Steel
Steel CRES CRES None None Cadmium Cadmium Cadmium
CRES Steel Steel Plated Plated Plated
(Corrosion Steel Steel Steel
Resistant)
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2. Electrical Bonding Procedures

A. Typical Blind Ground Stud
Installation of a typical blind ground stud may be accomplished as follows:
NOTE: MS35338 lock washers shall be used on all bolted electrical bonding/grounding
connections. Their function is to ensure a tight connection with plain or self-locking nuts
under conditions where thermal expansion of the screw may occur (Ref. Figure 202).
(1) The sidewalls of the mounting hole must be clean and free of all chemical films, grease and paint
(cleaning of the upper and lower surfaces is not required).
(2) Ensure the blind ground stud is of sufficient size to distribute the current it will be subjected to.
B. CRES Steel or Titanium Electrical Bonding
(1) Prepare the electrical bonding surfaces as outlined under METAL SURFACE
PREPARATION(Ref. Figure 203).
(2) Screw size: Use a No. 10 screw where edge distance will permit. A No. 8 or No. 6 screw
may be substituted for the No. 10 screw if necessary to meet edge distance requirements. A
Titanium or CRES steel screw must be used.
(3) For 100 amp current returns, use a 1/4 inch diameter fastener.
(5) MS35206 cad plated or steel screw used for applications below 330°F.
(6) MS35206 CRES steel or titanium screw is used for applications above 330°F.
connections. Their function is to ensure a tight connection with plain or self-locking
nuts under conditions where thermal expansion of the screw may occur.
(7) MS21042L self-locking nut, MS21047L or MS21069L self-locking nutplate should be used to
retain the screw.
(8) No sealing is required where the maximum temperature exceeds 600°F.
C. Aluminum Electrical Bonding
(2) Screw size: Use a No. 10 screw where edge distance will permit. A No. 8 or No. 6 screw may
be substituted for the No. 10 screw if necessary to meet edge distance requirements.
(5) MS21042L self-locking nut, MS21047L or MS21069L self-locking nutplate should be used to
retain the screw.
D. Tubing Clamp to Bonding Jumper Electrical Bonding
Electrical bonding of tubing clamps using bonding jumpers may be accomplished as follows:
(2) MS35206 cad plated steel screw is used below 330°F.
(3) MS35206 CRES steel screw is used above 330°F.
(4) Clamps of the same tube material may be used to avoid dissimilar metal contact.
E. Bonding Jumper Across Tubing Clamp Electrical Bonding
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Electrical bonding of tubing segments using bonding jumpers across clamps is accomplished as
follows:
(2) MS35206 cad plated steel screw is used below 330°F.
(3) MS35206 CRES steel screw is used above 330°F.
(4) AN960 cad plated washer is installed under the screw head and nut.
(5) MS21042L self-locking cad plated steel nuts are used.
F. Typical Ground Stud Electrical Bonding
Electrical bonding of ground studs for current returns may be accomplished as follows:
(1) Prepare the electrical bonding surfaces as outlined under METAL SURFACE PREPARATION.
(2) Screw size: Use a No. 10 screw where edge distance will permit. A No. 8 or No. 6 screw
may besubstituted for the No. 10 screw if necessary to meet edge distance requirements (Ref.
Figure 207).
(3) For 100-amp current returns, use a 1/4-inch diameter fastener.
(4) For 200-amp current returns, use a 5/16-inch diameter fastener.
(5) Refer to Table 201 for a listing of compatible hardware used with grounding studs.
G. Electrical Bonding of Ground Tabs
Electrical bonding of ground tabs may be accomplished with the following Steps:
(2) NAS1919M04S rivets should be used to attach the ground tab (Ref. Figure 208).
(3) A minimum of three rivets must be used to attach the ground tab.
NOTE: If it is necessary to remove the tab for any reason, the surface must be cleaned to
remove all films.
H. Electrical Bonding of Equipment Installed With Mounting Feet
(a) If the item is secured with bolts or screws more than 6 inches apart, it is only necessary to
clean an area 2 inches on each side of the attaching hardware.
(b) Circular spot cleaning of each attachment (e.g. bolt, rivet) area is acceptable on parts that
have been treated with a wear, resistant, nonconductive finish (e.g. anodized film) over
the respective mating surface. The attachment area must be spot cleaned 1 1/2 times the
diameter of the respective attachment hole. Spot cleaning is accomplished by use of a drill
and stainless steel wire brush attachment.
(2) Clean the structure where the item will be mounted down to the base metal. The area cleaned
should be 1 1/4 times the area of the mounting feet or 1 1/2 time the area if circular spot cleaning
is being performed (Ref. Figure 209).
(3) Clean the portion of the mounting feet that will be in contact with the structure.
(4) Install the item.
(5) Perform the ELECTRICAL BONDING CHECK procedure.
(6) Refinish the installation to an area 1 1/2 times the area cleaned.
I. Electrical Bonding of Equipment Installed With Shock Mounts
NOTE: Install the bonding strap under the shock mount pad in such a manner that the strap does
not alter the function of the shock mount.
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(2) Clean the mounting base down to the base metal. The area cleaned should be 1 1/2 times
the width of the bonding strap or 1/8" around periphery of the bonding strap in contact with the
mounting base. Clean the bonding strap in area it will be in contact with mounting base (Ref.
Figure 210).
(3) Clean the mounting structure down to the base metal. The area cleaned should be 1 1/2 times
the width of the bonding strap or 1/8" around periphery of the bonding strap in contact with the
mounting structure. Clean the bonding strap in area it will be in contact with mounting structure.
(4) Install the item.
(5) Perform the ELECTRICAL BONDING CHECK procedure.
(6) Refinish the installation to an area 1 1/2 times the area cleaned.
3. Electrical Bonding Check

When electrical components are changed or modified, the integrity of the bonding procedure can be
verified by utilizing the central grounding point. The central grounding point is located on the bottom of the
fuselage in the center just aft of the main spar and is the primary ground point for the bonding check.
The bonding check may be accomplished by using the secondary grounding points (adjacent aircraft
structure). The central grounding point is covered by a large washer attached to the airplane with a
screw. In order to gain access to the grounding point the screw and washer must be removed. After the
bonding check is complete, replace the central grounding point washer and screw. Proper bonding
procedures will result in minimal resistance readings between the replaced electrical component and the
central grounding point (Ref. Figure 211).
A. Bonding Procedures
• Bonding connections must be installed so that vibration, expansion, contraction, and stresses
encountered during normal operation will not break or loosen the bond to such an extent that
the resistance cannot remain constant.
• Bonded connections should be located in a protected area and, if at all possible, near an
inspection door or in an accessible location that provides ease of replacement and inspection.
• Components should be bonded directly to the structure, not through other bonded parts (i.e.
plumbing, etc.).
• Components should be bonded to the structure with the shortest acceptable bond cable.
• When movable parts are involved, bonding jumpers must be installed that will not hinder the
component's movement.
• Bonding connections should not be compression fastened through nonmetallic materials.
• All bonding surfaces must be cleaned prior to bond installation.
• Only self-locking nuts should be used for bonding connections.
• RF current returns should not be made through magnesium.
• Solder joints cannot be used alone for bonding parts that are subject to movement or vibration.
• The structural integrity of the airframe must not be adversely affected by any bonding procedure.
• Nonmetallic inserts or dry film lube nut plates cannot be used for bonding purposes.
• AC and DC ground returns must be connected separately.
• Shielded wires should be bonded to the structure unless specifically noted to the contrary.
• Unless prohibited by space, multiple jumpers or dual system grounds (LH and RH systems)
should not be connected to the same ground point.
• There are six classes of bonding listed in MIL-B-5087. Refer to Table 202 for their purposes and
resistant requirements.
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Table 202. Resistance Requirements
Class Purpose Resistance (Ohm)

A Antenna installations: To assure 0.0025
functional performance of
antennas by minimizing RF
impedance.
C Current path return: To use part 0.01
of airplane structure as a current
return path (minus line).
H Shock hazard: To ground the 0.1
case of the equipment in order
to prevent electric shocks upon
casual contact with electric
equipment.
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Table 202. Resistance Requirements (continued)

Class Purpose Resistance (Ohm)
L Lightning protection: To safely 0.01
release lightning current caused
when the airplane is struck by
lightning, where current flows
through the airplane structure
causing heat (the path of electric
resistance is at a high level),
resulting in burn loss in the
fuselage and equipment.
R RF potentials: Provide low 0.00
impedance to prevent radio noise
from those parts generating
electromagnetic energy and those
affected by radio frequency.
S Static charge: To prevent electric 1.0
shocks due to the accumulation of
static charge and RF noise due to
discharge.
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Use Stainless Steel Wire Brush On Aluminum (With Pilot)

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Typical Blind Ground Stud

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CRES Steel or Titanium Electrical Bonding

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Aluminium Electrical Bonding

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Tubing Clamp to Electrical Bonding Jumper

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Electrical Bonding Jumper Across Tubing Clamp

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Typical Ground Stud Electrical Bonding

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Electrical Bonding of Ground Tabs

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Electrical Bonding of Equipment Installed with Mounting Feet

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Electrical Bonding of Equipment Installed with Shock Mounts

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Central Ground Point

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CONTROL CABLES AND PULLEYS - DESCRIPTION AND OPERATION
1. General
This airplane uses carbon steel control cables of multiple wire construction with the number of strands
varying according to the diameter of the cable. The carbon steel wire is helically twisted into strands and
the strands wound about other strands forming the flexible carbon steel cable.
Control cable pressure seals are installed on the control cables where they pass from a pressurized
area to a non pressurized area. The pressure seal is molded synthetic rubber and is split to the center
permitting removal of pressure seal without disturbing the control cable. A light grease (1, Table 1) is
packed into the pressure seals to maintain minimum friction between the control cables and pressure seals
and maintain cabin pressurization. Grease should be visible on the section of the control cables which
pass through pressure seals. For information on the control cable pressure seals (Ref. Chapter 12-20-00).
The recommended materials listed in Table 1 as meeting federal, military or vendor specifications are
provided for reference only and are not specifically required by Textron Aviation Inc. Any product
conforming to the specification may be used subject to availability. The products included in these Tables
have been tested and approved for aviation usage by Textron Aviation Inc., by the vendor or compliance
to the applicable specifications. GENERIC OR LOCALLY MANUFACTURED PRODUCTS WHICH
CONFORM TO THE REQUIREMENTS OF A SPECIFICATION MAY BE USED EVEN THOUGH NOT
INCLUDED IN THE TABLE. Only the basic number of each specification is listed. No attempt has been
made to update the listing to the latest revision. It is the responsibility of the technician or mechanic to
determine the current revision of the applicable specification prior to usage of the product listed. This can
be done by contacting the vendor of the product to be used.
Material Specification Products Supplier

1. Lubricant MlL-G-23827 Supermil Grease A72823 American Oil Company
165 N. Canal Chicago,
IL. 60606
Royco 27A Royal Lubricants
Company River Road
Hanover, NJ. 07936
Aeroshell Grease 7 Shell Oil Company
1 Shell Plaza P.O. Box
2463 Houston, TX. 77001
BP Aero Grease 31B BP Trading Limited
House, London E.C. 2,
England
2. Corrosion MIL-C-16173 Petrotect Grade 2 Pennsylvania Refining
Preventive Co. 1686 Lisbon Road
Compound Cleveland OH. 44104
Braycote 130 Bray Oil Company Los
Angeles, CA.
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CONTROL CABLES AND PULLEYS - MAINTENANCE PRACTICES
1. Procedures
A. Control Cable System Inspection
CAUTION: When inspecting control cables, always wear gloves to avoid injury from
frayed or broken wires.
NOTE: When a control cable is removed from the airplane, the cable should be dipped in
corrosion preventive compound (2, Table 1). Excess corrosion preventive may be
removed by wiping with a clean cloth.
Anywhere a cable is not visible, the flight controls shall be manipulated so that 100% of all
cables can be inspected.
Inspect the control cable system as follows:
(1) Inspect the control cables for incorrect routing, fraying and twisting. Look for interference with
adjacent airplane structure, equipment, wiring, plumbing and other control cables (Ref. Figure
201).
(2) Monitor control cable movement for freedom, looseness and full travel.
(3) Visually inspect all swaged fittings for distortion, cracks or broken wires at the fitting.
(4) Turnbuckles should have the proper thread exposure and be correctly safety wired.
(5) Locate any control cable broken or corroded wires as follows:
(a) Inspect the control cables near fairlead pulleys by passing a cloth along the length of the
cable. If a snag is found, closely examine the cable to determine the extent of the damage.
(b) Any suspect cable should be removed and placed in a loop position and checked for
additional broken wires.
NOTE: Individual broken wires are acceptable in primary and secondary control
cables at random locations when there are no more than three broken wires
on any given three foot cable segment.
(c) Inspect the control cables with broken wires for evidence of corrosion. If necessary, remove
the control cable, form it into a loop, and check the center strand for corrosion. Replace
any control cable that shows evidence of corrosion.
NOTE: The interior of all turnbuckles should be coated or filled with grease (1, Table
1) for corrosion protection.
B. Control Cable Storage
Control cables should be stored straight or in a coil. When stored in coil form, the coil inside
diameter should not be less than 150 times the control cable diameter, or bent in a radius of not
less than 75 times the control cable diameter. Coils should not be flattened, twisted or folded during
storage. Storage requirements should apply until the control cable is installed in its normal position
in the airplane. If only a part of the control cable is installed in an assembly, control cable storage
requirements apply to the portion of the control cable that has not been installed.
C. Control Cable Pulley Inspection
Inspect all control cable pulleys as follows:
NOTE: Control cable pulleys are installed along the control cables where a change of direction is
needed.
(1) Inspect all control cable pulleys for roughness, sharp edges and the presence of foreign material
embedded in the grooves (Ref. Figure 202).
(2) Inspect all control cable pulley bearings for smooth rotation, freedom from flat spots and foreign
material.
(3) Inspect all control cable pulleys for proper alignment.
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Typical Control Cable With Broken Wires

(4) Inspect the control cable pulley brackets and guards for damage, misalignment and looseness.
(5) Control cable pulleys which turn for a short distance must be rotated periodically to provide a
new bearing surface for the control cable.
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Control Cable Pulley Wear Patterns

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BEARINGS - DESCRIPTION AND OPERATION
1. General
This chapter contains bearing installation and removal information.
A. Recommended Materials
The recommended materials listed in Table 1 as meeting federal, military or supplier specifications
are provided for reference only and are not specifically required by Textron Aviation Inc. Any product
conforming to the specification may be used subject to availability. The products included in these
Tables have been tested and approved for aviation usage by Textron Aviation Inc., by the supplier or
compliance to the applicable specifications. Generic or locally manufactured products which conform
to the requirements of a specification may be used even though not included in the Table. Only the
basic number of each specification is listed. No attempt has been made to update the listing to the
latest revision. It is the responsibility of the technician or mechanic to determine the current revision
MATERIALS SPECIFICATION PRODUCT SUPPLIER

1. Solvent Methyl Propyl Ketone Obtain Locally
(MPK)
2. Primer Locquic Primer "T" Loctite Corp., 705
N. Mountain Rd.,
Newington, CT 06111
3. Retaining 609 Loctite Corp., 705
Compound N. Mountain Rd.,
Newington, CT 06111
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BEARINGS - MAINTENANCE PRACTICES
1. Procedures
A. Hydraulic Press Bearing Removal
(1) Remove the bearing housing from the airplane.
(2) Place two supports on the hydraulic press table under the bearing housing as shown. The
supports should be at least 1/2 inch thicker than the bearing width (Ref. Figure 201).
(3) Center a bearing removal and installation tool on the bearing outer race. The bearing and
installation tool should be approximately 1/8 inch smaller than the outside diameter of the bearing
outer race.
CAUTION: The hydraulic press plunger and bearing removal and installation
tool should remain in direct alignment with the bearing being
removed at all times.
(4) Align the bearing and the bearing removal and installation tool with the hydraulic press plunger
and apply pressure to force the bearing from the bearing housing.
B. Mechanical Press Bearing Removal
(1) Remove the bearing housing from the airplane.
(2) Center a bearing removal socket, with an inner diameter larger than the bearing outer race and
1/2 inch deeper than the bearing width, on the bearing housing (Ref. Figure 201).
(3) Center a bearing removal socket smaller in diameter than the bearing outer race.
(4) Install a washer and bolt through one of the sockets, through the center of the bearing and then
through the opposite socket as shown.
(5) Install a washer and nut on the bolt threads.
(6) Tighten the nut on the bolt until the pressure is sufficient to release the bearing from the bearing
housing.
C. Bearing Housing Inspection
Inspect the bearing housing for any grooves, cracks, warpage or hole elongation. The bearing housing
bearing contact surface must be smooth and uniform.
D. Bearing Installation Using Retaining Compound
CAUTION: When cleaning bearing surfaces never allow solvent to enter the
bearing. Never touch the bearing or bearing housing surfaces with bare
hands. Use a clean cloth to cover the bearing to prevent contamination
after they have been cleaned.
(1) Clean the outer surface of the bearing race with solvent (1, Table 1) and wipe dry.
(2) Coat the surfaces where a retaining compound is to be applied with primer (2, Table 1). This
includes the bearing outer surface, bearing housing mating surface and the bearing housing
retention flange if applicable.
CAUTION: Ensure that no primer is applied to the bearing oil grooves or

lubrication ports.
NOTE: All cadmium, zinc, corrosion-resistant and anodized steel, including plastic items,
must be primed to assure proper adhesion of the retaining compound (3, Table 1).
(3) Allow the primer (2, Table 1) to air dry for at least 30 minutes at room temperature.
NOTE: The retaining compound (3, Table 1) may be applied before or after bearing
installation in the bearing housing.
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(4) Apply a thin coat of the retaining compound (3, Table 1) to the bearing and the bearing housing
mating surfaces where the primer (2, Table 1) was applied.
(5) Center the bearing on the bearing housing.
(6) Using the hydraulic or mechanical pressure method shown, apply pressure to the bearing until
it is firmly seated in the bearing housing. Pressure on the bearing must be applied in direct
alignment to the bearing housing for the bearing to seat properly (Ref. Figure 201).
(7) Apply retaining compound (3, Table 1) to the area between the bearing and the bearing housing.
(8) The retaining compound must cure before the bearing is put into service. Curing may be
accomplished with one of the following:
(a) Allow the bearing and bearing housing to remain at room temperature for 24 hours without
any movement of the parts.
(b) Heat the bearing and bearing housing to 275°± 10° F and maintain that temperature for 15
minutes only.
(c) After the bearing has been secured in the housing by the use of a retaining compound,
lubricate with the proper lubrication and install in the airplane.
E. Bearing Installation by Staking
(1) Center the bearing on the bearing housing (Ref. Figure 202).
(2) Using the hydraulic or mechanical pressure method shown, apply pressure to the bearing until
it is firmly seated in the bearing housing. Pressure must be applied in direct alignment to the
bearing housing for the bearing to seat properly (Ref. Figure 201).
(3) Place the bearing and bearing housing on two supports, if both sides of the bearing are to be
staked. The inner bearing race must not touch the supports (Ref. Figure 202).
(4) If the bearing housing was previously staked, the new stakes should be centered between the
existing stakes. If a new bearing housing is being used, the stake pattern should be the same
as the one on the old bearing housing.
NOTE: When a ring stake is used, combined total length should be 25% of the bearing
circumference.
(5) Pin stakes should be located 0.030 ±0.010 inch from the outer diameter of the bearing on the
bearing housing.
(6) Pin stakes should only be 0.010 to 0.032 inch deep to retain bearings when the bearing housing
is staked on both sides.
(7) The number of pin stakes around a bearing housing should be as indicated in Table 201.
CAUTION: If the bearing should slip or move in the bearing housing, the bearing
must be removed and recleaned. The bearing housing must be
recleaned. Examine the bearing for any damage and reinstall in
the bearing housing.
Table 201. Recommended Stakes for Bearings
Bearing OD Number of Stakes

Up to 0.734 inch 4
0.735 inch to 0.984 inch 6
0.985 inch to 1.234 inches 8
(8) After the bearing has been secured in the housing by staking, lubricate with the proper lubrication
and install in the airplane.
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Bearing Removal
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Bearing Staking
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TUBING, HOSE AND FITTINGS - DESCRIPTION AND OPERATION
1. General
NOTE: See Chapter 29 of the Model 1900 Airliner Series Component Maintenance Manual for
procedures to install Cryofit fittings for tubing repair.
This chapter contains information to remove, maintain and install hose and tube assemblies and fittings.
Although all hoses and tubes may not be specifically identified herein, the basic maintenance practices
normally apply. Any handling and installation of individual system hoses, tubes and fittings is identified in
the appropriate system chapter.
The majority of tube assemblies used in the airplane are aluminum or steel machine formed tubing
assemblies.
Hoses are used in areas of the airplane where a flexible line is more suitable for installations and
freedom of movement is necessary.
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TUBING, HOSE AND FITTINGS - MAINTENANCE PRACTICES
1. General
Observe all WARNINGS, CAUTIONS and NOTES throughout this maintenance manual when performing
maintenance, repair or servicing on any fluid or pneumatic operated system.
WARNING: Never perform maintenance on tubing, hoses or fittings while the

system is under pressure. Verify that systems which operate using
fluids or pneumatics under pressure are fully depressurized before
opening or disconnecting a tubing assembly or hose.
NOTE: Refer to Chapter 29 of the Model 1900 Airliner Series Component Maintenance Manual for
procedures to install Cryofit or Permaswage fittings.
A. Practices
The following list of maintenance practices is provided as an aid for handling, removal, installation
and repairing tubing and hoses.
(1) Cap or plug all disconnected tubing and hose assembles and fittings immediately to prevent
contaminating the system.
(2) Visually check for cleanliness, evidence of contamination and obstructions prior to connection
of tube or hose assemblies.
(3) Any hose and tube assemblies that did not have protective covers installed must be cleaned and
checked for obstructions prior to installation.
(4) When connecting tube assemblies, do not force the tube assembly to the installed position. If
a mismatch between the male and female fittings should occur, inspect for allowable mismatch
(Ref. Figure 201).
(5) Never stretch a hose to make a connection.
(6) The hose material must be compatible with the applicable system fluids. Substitution of a hose
material that is not compatible with the system fluid will contaminate the system.
2. Tube and Hose Assemblies

A. Removal
(1) Relieve all system pressure.
CAUTION: Failure to use a back-up wrench when loosening or tightening hoses

and tubing to fittings may damage the hoses, tubing and fittings.
(2) Disconnect both ends of the hose or tube assembly and immediately cap or plug the tube or
hose ends and fittings.
(3) Remove all clamps securing the hose or tube assembly.
(4) Remove the tube or hose assembly. Tag and identify both ends to aid in installation.
B. Hose Assembly Installation
NOTE: If a new hose assembly is to be installed, the hose assembly must be clean, the correct
length, clear of obstructions and made of material compatible with the system fluid.
(1) Observe the maintenance practices outlined under the heading TUBING, HOSE AND FITTINGS
- MAINTENANCE PRACTICES procedure.
(2) Connect the b-nuts of the hose assembly to the proper fittings.
CAUTION: Failure to use a back-up wrench when loosening or tightening hoses

to fittings may damage the hoses and fittings.
(3) Torque the b-nuts to the fittings using the torque specified in Table 201.
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(4) After torquing the b-nuts, inspect the hose to ensure the hose is not under tension and no
indication of twisting is present.
(5) Inspect the hose for proper length.
(6) Inspect the hose for freedom to expand and contract.
(7) Inspect the hose for clearance to all structure. If inadequate clearance exists between the hose
and structure, protection must be provided for the hose to prevent damage from chafing.
C. Tube Installation
NOTE: If a new tube assembly is to be installed, the tube assembly must be clean, the correct
length, clear of obstructions and manufactured from the correct material.
(1) Observe the maintenance practices outlined under the heading TUBING, HOSE AND FITTINGS
- MAINTENANCE PRACTICES procedure.
(2) Inspect the tube for damage, particularly at tube ends, fittings, and bends. Damaged tube
assemblies should be replaced or repaired.
(3) Make certain that the fittings are properly installed before connection of the tube assembly.
(4) Check alignment and fit of the tube assembly as follows before installation:
(a) Place the tube assembly in the proper position and tighten one coupling nut at one end of
the tube assembly.
(b) The opposite end of the tube must be within two degrees of parallel with the fitting (Ref.
Figure 201).
(c) The free tubing end must be aligned within 1/32 inch of the fitting per every 10 inches of
tube length.
(5) If necessary, apply the proper antiseize compound to fittings. Any time a high temperature (bleed
air) stainless-to-stainless threaded attach point is disconnected, apply lubricant, Molykote M-77
(26, Table 2, Chapter 12-00-00) or equivalent prior to connecting.
CAUTION: Failure to use a back-up wrench when loosening or tightening tubing

to fittings may damage the tubing and fittings.
(6) Install the tube assembly on the fittings and tighten the b-nuts to the torque values specified in
Table 201.
Table 201. Flared Fitting Torque (Inch-Pounds)
Hose Size Tubing Aluminum Steel Aluminum Steel Oxygen Hose End
O.D. Tubing Tubing Tubing Tubing Line Fit- Fitting
(inches) Flare Min. Flare Min. Flareless Flareless ting (Alu- Min. Max.
Max. Max. Min. Max. Min. Max. minium)
Min. Max.
-3 3/16 --- --- 90 to 100 75 to 90 90 to 100 --- --- 70 to 100
-4 1/4 40 to 65 135 to 150 80 to 100 135 to 150 --- --- 70 to 120
-5 5/16 60 to 80 180 to 200 100 to 130 180 to 200 100 to 125 85 to 180
-6 3/8 75 to 125 270 to 300 100 to 130 270 to 300 --- --- 100 to 250
-8 1/2 150 to 250 450 to 500 200 to 240 450 to 500 --- --- 210 to 420
-10 5/8 200 to 350 700 to 800 360 to 400 700 to 800 --- --- 300 to 480
-12 3/4 300 to 500 900 to 1150 390 to 430 900 to 1150 --- --- 500 to 850
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Table 201. Flared Fitting Torque (Inch-Pounds) (continued)

Hose Size Tubing Aluminum Steel Aluminum Steel Oxygen Hose End
O.D. Tubing Tubing Tubing Tubing Line Fit- Fitting
(inches) Flare Min. Flare Min. Flareless Flareless ting (Alu- Min. Max.
Max. Max. Min. Max. Min. Max. minium)
Min. Max.
-16 1 500 to 700 1200 to 600 to 900 1200 to --- --- 700 to 1150
1400 1400
-20 1 1/4 600 to 900 1300 to 600 to 900 1300 to --- --- --- ---
1450 1450
-24 1 1/2 600 to 900 1350 to 600 to 900 1350 to --- --- --- ---
1500 1500
3. Fluid Line Fitting

A. Installation
(1) Lubricate the male threads of the fitting, backup ring and packing sparingly with the system fluid
or petrolatum (32, Table 2, Chapter 12-00-00).
(2) Install the nut (AN6289) on the fitting until the nut is clear of the thread relief.
(3) Install the teflon backup ring in the counterbore of the nut.
(4) Install the packing on the thread relief.
NOTE: The packing must be compatible with the system fluid.
(5) Turn the nut down until the packing is pushed firmly against the lower threaded section of the
fitting.
(6) Install the fitting into the boss with the nut turning with the fitting until the packing contacts the
boss. This point can be detected by a sudden increase in torque.
(7) Holding the nut with a wrench to prevent it from turning, rotate the fitting in an additional 1 1/2
turns. Position the fitting in the proper direction by turning in no more than one additional turn.
(8) Holding the fitting, turn the nut down tightly against the boss. Slight extrusion of the ring around
the backup ring is acceptable.
4. Nonpositioning Type Fitting

A. Installation
(1) Lubricate the packing with the system fluid or petrolatum (32, Table 2, Chapter 12-00-00).
(2) Install the packing in the fitting thread relief.
(3) Thread the fitting into the boss until it bottoms tightly on the boss.
(4) Tighten the fitting to the specified torque value.
5. Pipe Thread Fitting

A. Installation
(1) Apply teflon tape to the threads as follows:
(a) Start tape at or close to narrow end of threads.
(b) Apply tension to the tape to conform the tape to the shape of the threads.
(c) Wrap the tape around the fitting. Wrap clockwise for right hand threaded fittings. Wrap
counterclockwise for left hand threaded fittings.
(d) The tape should overlap the previous wrap of tape up to one-half inch to seal pipe thread
fittings up to two inches in diameter.
(2) Thread the fitting into the boss and tighten until it bottoms tightly on the boss.
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Tubing Installation Mismatch

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6. Tube Damage
NOTE: Nicks and scratches not exceeding the following limitations may be repaired by polishing out
the damaged area using a fine grade of emery cloth and oil. Finish polishing with crocus cloth
and oil. Flush and clean all grit from line assembly.
A. Limits
(1) Replace steel tubes which have nicks or scratches deeper than 10% of tubing wall thickness.
(2) Replace any aluminum tube which has nicks or scratches deeper than 20% of the tube wall
thickness.
(3) Replace any tubes which have dents deeper than 5% of the tube outside diameter.
7. Tube Manufacturing
NOTE: See Chapter 29 of the Model 1900 Airliner Series Component Maintenance Manual for
procedures to install Cryofit or Permaswage fittings.
New tubes must be manufactured from the correct material for the specific application which it is to be used
(Ref. Table 203). Before cutting the tube to length, make sure it is long enough to make all bends and any
forming that must be made at the ends. Prepare tubing ends to match the connecting fittings. All bends
must be made with an appropriate bending tool and the limits specified in Table 202 (Ref. Figure 202).
Table 202. Tube Bending Limits
Tube Outside Diameter Recommended Bend Radii Additional Bend Radii

(D)
3D 4D 6D
Inch Millimeter Inch Millimeter Inch Millimeter Inch Millimeter
1/8 3.175 0.375 9.525 0.500 12.700 0.750 19.050
3/16 4.762 0.563 14.286 0.750 19.048 1.125 28.572
1/4 6.350 0.750 19.050 1.000 25.400 1.5 38.100
5/16 7.937 0.938 23.811 1.250 31.748 1.875 47.622
3/8 9.525 1.125 28.575 1.500 38.100 2.250 57.150
7/16 11.112 1.312 33.336 1.750 44.448 2.625 66.672
1/2 12.700 1.500 38.100 2.000 50.800 3.000 76.200
5/8 15.875 1.875 47.625 2.500 63.500 3.750 95.250
3/4 19.050 2.250 57.150 3.000 76.200 4.500 114.300
7/8 22.225 2.625 66.675 3.500 88.900 5.250 133.350
1 25.400 3.000 76.200 4.000 101.600 6.000 152.400
1 1/8 28.575 3.375 85.725 4.500 114.300 6.750 171.450
1 1/4 31.750 3.750 95.250 5.000 127.000 7.500 190.500
1 3/8 34.925 4.125 104.775 5.500 139.700 8.250 209.550
1 1/2 38.100 4.500 114.300 6.000 152.400 9.000 228.600
1 5/8 41.275 4.875 123.825 6.500 165.100 9.750 247.650
1 3/4 44.450 5.250 133.350 7.000 177.800 10.500 266.700
1 7/8 47.625 5.625 142.875 7.500 189.500 11.250 285.750
2 50.800 6.000 152.400 8.000 203.200 12.000 304.800
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Table 202. Tube Bending Limits (continued)

Tube Outside Diameter Recommended Bend Radii Additional Bend Radii
(D)
3D 4D 6D
Inch Millimeter Inch Millimeter Inch Millimeter Inch Millimeter
2 1/4 57.150 6.750 171.450 9.000 228.600 13.500 342.900
2 1/2 63.500 7.500 190.500 10.000 254.000 15.000 381.000
3 76.200 9.000 228.600 12.000 304.800 18.000 457.200
Table 203. Common Tubing
Part Number Dimensions Material Specification

102-540026-3 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-580134-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-580020-1 3/8 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
114-580021-1 3/8 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
114-580023-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
114-580024-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
114-580025-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
114-580032-1 1/2 O.D. X 0.035 SEAMLESS CRES MIL-T-6845
TUBE TYPE 1
TUBE TYPE 1
TUBE TYPE 1
TUBE TYPE 1
TUBE TYPE 1
TUBE TYPE 1
TUBE TYPE 1
114-580041-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
TUBE TYPE 1
TUBE TYPE 1
TUBE TYPE 1
TUBE TYPE 1
TUBE TYPE 1
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Table 203. Common Tubing (continued)

TUBE TYPE 1
114-580049-1 1/2 O.D. X 0.035 6061-T6 ALUM TUBE MIL-T-7081
114-580050-1 3/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
TUBE TYPE 1
TUBE TYPE 1
114-580053-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-580054-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-580055-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-580056-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-580057-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-580058-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-580059-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-580060-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
TUBE TYPE 1
TUBE TYPE 1
114-580089-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
114-580093-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
114-580101-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
114-580102-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
114-580113-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
114-580114-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
114-580135-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-580155-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
114-580156-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
114-580203-1 3/8 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
114-580204-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
TUBE TYPE 1
TUBE TYPE 1
TUBE TYPE 1
114-580220-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
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114-580252-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
114-580281-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-580303-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
TUBE TYPE 1
114-970026-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970026-3 3/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970031-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970033-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970035-1 3/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970036-1 3/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970037-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970042-1 3/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970043-1 3/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970044-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970045-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970049-1 1/2 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970053-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970054-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970062-3 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970071-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970085-1 1/2 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970086-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970092-1 1/2 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970096-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4 ANNEALED
114-970105-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970107-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970109-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
TUBE TYPE 1
117-970051-1 3/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-10 3/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-100 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-101 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-102 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-103 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
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118-920000-105 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-13 3/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-14 3/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-15 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-16 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-19 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-20 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-21 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-22 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-23 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-27 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-29 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-3 3/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-31 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-33 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-35 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-5 3/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-53 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-55 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-56 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-6 3/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-71 3/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-72 3/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-75 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-89 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-9 3/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-91 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-93 1/2 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-95 1/2 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-97 1/2 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-98 1/2 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-99 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
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129-580055-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS-4071
129-580056-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS-4071
129-580061-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
129-580062-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
129-580075-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS-4071
129-580076-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS-4071
129-970000-5 1/4 I.D. SYN RUBBER HOSE MIL-H-5593-4
129-970031-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
129-970032-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
129-970033-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
129-970034-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
129-970035-5 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
129-970035-7 1/2 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
129-970036-5 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
129-970036-7 1/2 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
TUBE TYPE 1
TUBE TYPE 1
129-970040-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
TUBE TYPE 1
TUBE TYPE 1
TUBE TYPE 1
129-970047-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
129-970048-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
129-970051-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
129-970052-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
131066-2-0030 1/4 I.D. X 3/8 O.D. TYGON TUBE TYPE
4040
131066-2-0075 1/4 I.D. X 3/8 O.D. TYGON TUBE TYPE
F-4040
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Tube Bending
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8. Conical Seal
A. Installation
NOTE: Conical seals are used for in-service repair of minor leaks providing the tube end
and matching cone are in good condition.
Seals can also be used for permanent repairs but must be replaced if the tube end and
cone are damaged for any reason.
The seal must be made of the same material as the tube it's being used on.
(1) Install conical seal (2) into flare (3) of tubing (5) or onto fitting (1) (Ref. Figure 203 and Figure
204).
CAUTION: Failure to use a back-up wrench when loosening or tightening tubing

to fittings may damage the tubing and fittings.
(2) Install tube (5) to fitting (1) and torque b-nut (4) (Ref. Table 204).
Table 204. Recommended Torque Values for Conical Seals
Tubing Seal All All All All All Alum. CRES Alum.
O.D Dash Alum. Alum. CRES CRES CRES B-Nut and B-Nut
No. System 6061-T6 and and and and Steel Stain-
Except System Steel Steel Steel Sleeve B-Nut less
6061-T6 System System System CRES and Sleeve
Fitting Sleeve Alum.
Alum. Fitting
Fitting
Alum. Alum. Copper Nickel Stain- Tin Tin Tin
Seal Seal Seal Seal less Plated Plated Plated
Steel Alum. Copper Copper
Seal Seal Seal Seal
30 to 50 90 to 90 to
1/8 -2 35 to 65 80 to 90 35 to 65 70 to 80 70 to 80
100 100
35 to 60 100 to 110 to 110 to 90 to 90 to
3/16 -3 35 to 70 35 to 70
110 125 125 100 100
40 to 65 70 to 150 to 165 to 165 to 70 to 135 to 135 to
1/4 -4
120 165 190 190 120 150 150
60 to 80 80 to 200 to 225 to 225 to 80 to 180 to 180 to
5/16 -5
130 220 250 250 130 200 200
75 to 130 to 300 to 335 to 335 to 130 to 270 to 270 to
3/8 -6
125 180 330 375 375 180 300 300
1/2 -8
250 400 550 625 625 400 500 500
5/8 -10
350 550 770 875 875 550 700 700
-12 300 to 650 to 990 to 1125 to 1125 to 650 to 900 to 900 to
3/4
500 800 1100 1250 1250 800 1000 1000
1 -16 500 to 900 to 1300 to 1500 to 1500 to 900 to 1200 to 1200 to
700 1100 1550 1750 1750 1100 1400 1400
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Table 204. Recommended Torque Values for Conical Seals (continued)
Conical Seal Installation

Alum. Fitting
Fitting
Seal Seal Seal Seal
1 1/4 -20 600 to 1200 to 1650 to 1875 to 1875 to 1200 to 1500 to 1500 to
900 1450 1950 2250 2250 1450 1800 1800
900 1850 2500 2850 2850 1850 2300 2300
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Table 204. Recommended Torque Values for Conical Seals (continued)
Conical Seal Part Number Breakdown

Alum. Fitting
Fitting
Seal Seal Seal Seal
1000 2350 3150 3600 3600 2350 2900 2900
2 -32
1100 2900 3950 4500 4500 2900 3600 3600
Torque values in inch-pounds
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LOCKING DEVICES - DESCRIPTION AND OPERATION
1. General
Except for specific instructions required to satisfy a certain application, the following procedures are
standard methods used to install various locking devices used in conjunction with bolts, screws and nuts.
A. Self-Locking Nuts
Where self-locking nuts are used, the following procedure applies:
(1) Self-locking nuts shall be new for each application.
(2) For self-locking nuts, note the torque necessary to turn the self-locking nut before the self-locking
nut is seated.
(3) Add the above torque to the value detailed in the assembly instruction for the application. Use
this new value as the total applied torque.
B. Slotted, Steel Locknuts (Prevailing Torque Type)
Effective locking of slotted, steel locknuts on bolts requires the full engagement of all locknut threads.
The chamfered section of the locknut ID does not exert force on the bolt. It is not necessary that the
bolt be flush with or protrude from the outer face of the locknut.
C. Lockwire and Cotter Pin Requirements
When tightening a castellated nut for cotter pin installation, alignment of the slot must be obtained
without exceeding the maximum torque. If this is not possible, replace the nut. After tightening the
nut to the recommended torque, the nut must not be loosened to permit insertion of a cotter pin. If
the slot in the nut or lockwire hole in the bolt or screw is not correctly aligned at the minimum torque
value given, the nut, screw or bolt should be further tightened to the next alignment position, but the
maximum torque value given must not be exceeded. Should alignment still be impossible without
exceeding the maximum torque, back off the nut one half turn and torque.
Lockwire and cotter pins must never be reused. All lockwire and cotter pins must fit snugly into drilled
holes in the bolts and studs for locking purposes. Bushings and plugs must be lock wired to the
adjacent boss or casing. Never lockwire bushing to plug. Cotter pins should be installed so that the
head fits into the slot of the castellated nut and, unless otherwise specified, one end of the pin should
be bent over the stud or bolt and the other end flat against the flat of the nut.
D. Taper Pin Installation
Taper pins are used where movement between two parts is not wanted and other fastener options are
not desired.
E. Recommended Materials
The recommended materials listed in Table 1 as meeting federal, military or vendor specifications
Tables have been tested and approved for aviation usage by Textron Aviation Inc., by the vendor
or by compliance to the applicable specifications. GENERIC OR LOCALLY MANUFACTURED
PRODUCTS WHICH CONFORM TO THE REQUIREMENTS OF A SPECIFICATION MAY BE USED
EVEN THOUGH NOT INCLUDED IN THE TABLE. Only the basic number of each specification is
listed. No attempt has been made to update the listing to the latest revision. It is the responsibility of
the technician or mechanic to determine the current revision of the applicable specification prior to
usage of the product listed. This can be done by contacting the vendor of the product to be used.
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Materials Specification Product Supplier

1. Lubricant MIL-G-23827 Supermill Grease American Oil Co., 165
A72823 N. Canal, Chicago, IL
60606.
River Road, Hanover, NJ
07936.
Aroshell Grease 7 Shell Oil Co., 1 Shell
Houston, TX 77001.
BP Aero Grease 31B BP Trading Limited,
House, London E.C 2
England.
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LOCKING DEVICES - MAINTENANCE PRACTICES
1. Procedures
A. Lockwire Installation Procedures
NOTE: Figure 201 illustrates a typical lockwire procedure. Although there are numerous lockwire
operations performed on the airplane, practically all are derived from the basic examples
shown in Figure 202.
Observe the following guidelines when installing lockwire:
(1) New lockwire must be used.
(2) Use the same type and diameter of lockwire as that employed during the initial assembly. Except
where otherwise specified, the wire used on the airplane power plant is heat and corrosion
resistant steel wire of 0.0025 inch diameter.
(3) Lockwire must be tight after installation to prevent failure due to rubbing or vibration.
(4) Lockwire must be installed in a manner that tends to tighten and keep a part locked in place,
thus counteracting the natural tendency of the part to loosen.
(5) Lockwire must never be overstressed. It will break under vibrations if twisted too tightly. The
lockwire shall be pulled taut when being twisted, but shall have minimum tension, if any, when
secured.
(6) Lockwire ends must be bent towards the engine, or structure, to avoid sharp or projecting ends
which might present a safety hazard or vibrate in the air stream.
(7) Internal wiring must not cross over or obstruct a flow passage when an alternate method can be
used.
B. Lockwire Hole Alignment
Check the units to be lock wired to make sure that they have been correctly torqued and that the
wiring holes are properly positioned in relation to each other. When there are two or more units, it is
desirable that the holes in the units be in the same relationship to each other. Never overtorque or
loosen units to obtain proper alignment of the holes. It should be possible to align the wiring holes
when the units are torqued within the specified limits. However, if it is impossible to obtain a proper
alignment of the holes without either over- or under torquing, select another unit which will permit
proper alignment within the specified torque limits.
C. Lockwire Twisting
To prevent mutilation of the twisted section of the wire when using pliers, grasp the wire at the ends
or at a point that will not be twisted. Lockwire must not be nicked, kinked or mutilated. Never twist
the wire ends off with the pliers and, when cutting off ends, leave at least three complete turns after
the loop, exercising extreme care to prevent the wire ends from falling into areas where they might
create a hazard or cause damage. The strength of the lockwire holes is marginal.
D. Cotter pin Installation
Use the following to select and install cotter pins for the desired application (Ref. Figure 203):
(1) Install new cotter pins.
(2) Select cotter pin material in accordance with temperature, atmosphere and service limitations
as specified in Table 201.
(3) When nuts are to be secured to a fastener with cotter pins, tighten the fastener to the low side
(minimum) of the applicable specified or selected torque range, unless otherwise specified, and
if necessary, continue tightening until the nut slot aligns with the fastener hole. Maximum torque
must never be exceeded.
(4) Castellated nuts installed on fasteners are safetied with cotter pins. The preferred method is with
the cotter pin bent parallel to the axis of the fastener. The alternate method, where the cotter
pin is mounted perpendicular to the axis of the fastener, may be used when the cotter pin in the
preferred method is apt to become a snag.
(5) If 50% or more of the cotter pin diameter is above the nut castellation, a washer should be used
under the nut or a shorter fastener should be installed. A maximum of two washers may be
permitted under a nut.
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RH Thread Lockwiring Procedure

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RH Thread Lockwiring Examples

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(6) Use the largest nominal diameter cotter pin listed in MS24665 that the hole and slots will
accommodate. No application of a cotter pin to any nut or fastener is permitted if the fastener
hole size is less than the required hole and slot size for the cotter pin.
(7) Install the cotter pin head firmly in the slot of the nut with the axis of the cotter pin eye at right
angles to the fastener shank. Bend the cotter pin prongs so the cotter pin head and upper prong
are firmly seated against the fastener and the lower prong against the nut.
(8) In clevis pin or rod end applications, install the cotter pin with the axis of the eye parallel to the
shank of the clevis pin or rod end. Bend the prongs around the shank of the clevis pin or rod
end as shown in Figure 203.
(9) Cadmium plated cotter pins should not be used in applications bringing them in contact with fuel,
hydraulic fluid or synthetic lubricants.
Table 201. Cotter Pin Information
Material Temperature Service

MS24665 Cotter Pins Carbon Ambient Temperature up to 460°F Normal atmosphere cotter pins
Steel contacting cadmium plated bolts
or nuts.
MS24665 Cotter Pins Corrosion Ambient Temperature up to 800°F Non-magnetic requirements cotter
Resistant Steel pins contacting corrosion resistant
steel bolts or nuts in a corrosive
atmosphere.
E. Keywashers (tab and Cup Types) Installation

The terms keywasher, tabwasher and cupwasher are interchangeable.
Observe the following when installing new keywashers, tabwashers and cupwashers:
(1) Always use new washers for each assembly.
(2) When bending or setting the washer tabs, do not use sharp pointed tools. Use of such tools
can lead to subsequent failure of the locking tabs which, upon becoming detached, can cause
extensive damage.
F. Retaining Rings (Spirolox, Etc.) Installation
(1) Retaining rings must be installed using approved retaining ring pliers.
(2) Internal rings must not be compressed beyond the point where ends of the ring meet.
(3) External type rings must be expanded only enough to allow installation without becoming bent.
(4) After installation, ensure each retaining is completely seated in its groove, without looseness or
distortion.
G. Turnbuckle Lock Clip Installation
NOTE: The turnbuckle barrel must be filled with grease (1, Table 1) before the threaded terminals
are screwed into the turnbuckle barrel.
Safety turnbuckles with lock clips as follows (Ref. Figure 204):
(1) New lock clips must be used.
(2) Screw both threaded terminals an equal distance into the turnbuckle barrel so that no more than
three threads of either terminal is exposed outside the body.
(3) If necessary, adjust the terminals until the cable is to the proper tension, adjust the turnbuckle
to the locking position (groove on terminals and slot indicator notch on barrel should be aligned)
and insert the end of the locking clip into the terminal and turnbuckle barrel end until the U curved
end of the locking clip is over the hole in the center of the turnbuckle barrel.
(4) Press the locking clip in the hole in the center of the turnbuckle barrel to its full extent.
(5) The curved end of the locking clip will latch in the hole in the center of the turnbuckle barrel.
(6) To check proper seating of the locking clip, attempt to remove the pressed U end from the
turnbuckle barrel using fingers only. Do not use a tool to check the lock clip installation as the
locking clip could be distorted.
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Cotter Pin Installation

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(7) Repeat the previous Steps for installation of the locking clip on the opposite end of the turnbuckle
barrel.
(8) Both locking clips may be inserted in the same side of the turnbuckle barrel center hole or in
opposite sides of the turnbuckle barrel center hole.
H. Taper Pin Installation (Typical AN386 Only)
Taper pins are utilized in various places on the 1900D Airliner where no movement between the two
parts is desired and other fastener options are not as desirable as the taper pin installation. This
information only relates to type AN386 taper pins with a 0.5 inch-per foot taper and requires the use
of a reamer with the same taper. Taper reams that have a 0.5 inch-per-foot taper are available from
either a machine shop supply store or tool supply store and is usually referred to as a Brown and
Sharpe taper.
Refer to Figure 205 and Figure 206 for illustrations relating to torque tube hole location and taper pin
installation.
Refer to the narrative and Table 202 for the procedure used to correctly size and ream the torque tube
hole for the taper pin.
NOTE: In practice, to ensure the correct fit of taper pins to the corresponding holes, taper ream
the holes to an undersize condition. The finish taper ream is done with a taper ream
having the original taper (a taper reamer that has not been sharpened or ground).
Sharpened or ground reamers have been known to create a problem in maintaining
the proper ratio between the small and large hole. The ratio between the two holes is
critical for correct seating of the taper pins.
(1) Drill a hole (Ref. Figure 205) as detailed in Table 202 for the appropriate diameter taper pin.
(2) Rough and finish the taper ream to the correct diameter and a smooth, consistent surface. The
diameter is correct when the small end of the taper pin extends a maximum of 0.062 inch through
the part when the pin is seated (Ref. Figure 206). Light tapping with a rawhide mallet may be
necessary to seat the taper pin.
NOTE: Gaging the depth from the surface of the large end of the hole is not recommended
due to the thickness tolerances of the parts when assembled and taper pin diameter
tolerances.
(3) Deburr as required.

(4) Install the taper pin, washer and nut (Ref. Figure 206).
Table 202. Taper Pin Information
Taper Pin Size Recommended Taper Pin Size Recommended

Maximum Pilot Hole Maximum Pilot Hole
Size Size
AN386-1 0.201 AN386-7 0.600
AN386-2 0.251 AN386-8 0.750
AN386-3 0.3135 AN386-9 0.900
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Turnbuckle Safetying Using Lock Clips

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Table 202. Taper Pin Information (continued)

Taper Pin Size Recommended Taper Pin Size Recommended
Maximum Pilot Hole Maximum Pilot Hole
Size Size
AN386-4 0.351 AN386-10 1.045
AN386-5 0.451 AN386-10A 1.147
AN386-6 0.501
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Torque Tube Hole Location

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Taper Pin Installation

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AIRPLANE FINISH CARE - DESCRIPTION AND OPERATION
1. General
CAUTION: Clean the windows as instructed in Chapter 56. Windows must be cleaned
using approved cleaners. If approved cleaners are not used, the result could
necessitate window replacement.
The following cleaning, waxing, placard and urethane paint information provides finish care information
needed to keep the airplane exterior in an approved condition.
Tables have been tested and approved for aviation usage by Textron Aviation Inc., by the supplier or by

1. Solvent O-A-51 Acetone Obtain locally
2. Solvent Methyl Propyl Ketone Obtain locally
(MPK)
3. Solvent TT-N-95 Naphtha Obtain locally
4. Acid Etching MIL-C-8514 Obtain locally
Primer
5. Base Primer EX2016G Pratt & Lambert Coatings
Div., P.O. Box 2153,
Wichita, KS 67201
6. Catalyst T607 Pratt & Lambert Coatings
Div., P.O. Box 2153,
Wichita, KS 67201
7. Urethane Primer 38-Y-3 U.S. Paint, Lacquer and
Chemicals Co., St. Louis,
MO
8. Lacquer Thinner Obtain locally
9. Anti-static DeSoto Inc.,
Coating Southwestern Plant,
Forrest Ln. and Shiloh
Rd., P.O. Box 401268,
Garland, TX 75042
10. Solvent TT-T-548 Toluol (toluene) Obtain locally
11. Solvent TT-I-735 Isopropyl Alcohol Obtain locally
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12. Elastomeric M-213 Lord Chemical Products
Polyurethane Group, 2000 W.
(white base) Grandview Blvd., Erie,
PA 16154
13. Curing Solution M-200 Lord Chemical Products
(elastomeric Group, 2000 W.
polyurethane) Grandview Blvd., Erie,
PA 16154
14. Sealer EC750 Minnesota Mining and
Mfg. Co., St. Paul, MN
15. Rubber Oakite #6 Oaktite Products Inc.,
Treatment Berkeley Hts., NJ 07922
16. Sanding Surfacer F900 Primer Surfacer Andrew Brown Co., 801
E. Lee, Irving, TX
17. Solven t Ethanol Obtain locally
18. Primer, Epoxy- MIL-P-23377 U.S. Paint, Lacquer and
Polyamide Chemical Co., St. Louis,
MO
19. Urethane Paint Matterhorn White No. U.S. Paint, Lacquer and
6160 Chemical Co., St. Louis,
MO
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AIRPLANE FINISH CARE - MAINTENANCE PRACTICES
1. Procedures
A. Airplane Finish Cleaning
CAUTION: Since paint films do not obtain a hard finish for considerable time after
drying, airplanes that have been recently painted should not be polished
or waxed until the finish has cured for at least 60 days.Prior to washing,
attach the pitot cover securely and plug or mask off all other openings.
Be particularly careful to mask off all static air buttons before washing
or waxing. Use special care to avoid washing away grease from any
lubricated area. Prior to cleaning, cover such areas as wheels, brakes,
etc., and lubricate after cleaning as necessary. Always be sure all
makings and coverings are removed before returning the airplane to
service.
(1) Remove dust and dirt from painted surfaces with a cellulose sponge and cool tap water.
(2) Remove oil and grease with a cloth dampened with solvent (3, Table 1).
CAUTION: When washing the airplane with mild soap and water, use special
care to avoid washing away grease from any lubricated area. After
washing the wheel well areas with solvent, lubricate all lubrication
points. Premature wear of lubricated surfaces may result if these
precautions are not observed.Harsh soaps and detergents will
damage the airplane finish.
(3) Remove insects with a cellulose sponge and a mild Ivory or Lux soap and water solution.
(4) Carefully rinse the surface to remove ALL soap.
(5) Dry the cleaned surface thoroughly with a chamois to prevent water marks.
B. Environmental Fallout (Acid Rain)
After the specified curing period of new paint, avoid outside storage when conditions exist where
moisture may collect on painted surfaces. Acids which remain in standing water can stain the paint
topcoat and cause permanent damage to the finish. Flush off residual moisture with clean tap water
and dry the surface. At this time, waxing the surface can provide protection from acid rain damage.
C. Waxing Airplane Finishes
A good coat of wax will protect the airplane finish from the sun's rays and protect the surface against
oxidation. Any good automotive polish or wax may be used.
D. Placard Replacement
All placards must be in place and legible. Whenever the airplane has been repainted or touched up
after repairs, replace any placard that has been defaced or is missing.
E. Urethane Paints
NOTE: Any time the paint on the airplane is stripped for repainting, whether the repaint is to be
on a localized area of the airplane or on the entire airplane, a thorough inspection for
possible hidden corrosion should be conducted.
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The need for an extremely hard finish for protection against sandblast during takeoff and landings
led to the development of urethane coatings for airplanes. Urethane paint dries to a high gloss and
retains color much better than standard finishes. It is unaffected by the chemicals in hydraulic fluids,
deicer fluids and fuels and requires less care and maintenance than standard finishes.
NOTE: After any painting repairs, inspect placards to ascertain that none have been covered
with paint.
F. Urethane Paint Repair Procedures
NOTE: The time normally required for urethane paint to cure must be extended at temperatures
below 70°F. The paint will not cure at temperatures below 60°F.
This airplane is finished with pretreatment (wash) primer, urethane primer and a top coat of urethane
enamel. The following procedures include cleaning, paint stripping, paint preparation, priming,
applying a urethane topcoat and an alternate method for small repairs not requiring paint stripping.
Careful observance of these procedures should result in a smooth, hard, glossy finish with firm
adhesion for maximum life.
NOTE: Precut stripes, numeral and letter patterns are available through Textron Aviation Inc.
G. Stripping and Cleaning Urethane Paint
CAUTION: Do not use stripper of any type for removing paint from fiberglass, nylon
or composite surfaces. Paint must be removed from these surfaces
with fine sandpaper, using care not to sand into the material. Never
use aluminum foil to mask electrothermal windshields during paintings,
because most metal brighteners will combine with the aluminum to form
a hydrogen gas that eats away the stannous oxide used as an anti-static
coating on electrothermal windshields. If metal brighteners are used,
cover the windshields with paper or pasteboard masking material.
Because of their resistance to chemicals and solvents, urethane paints and primers require a special
paint stripper. If a urethane stripper is not available, a good enamel stripper may be used. Removing
the finish with such a substitute will require several applications while working the stripper in with a
stiff brush or wooden scraper.
(1) Mask around the edge of the skin or skins containing the damaged area. Use a double thickness
of heavy paper to prevent accidental splashes of paint stripper from penetrating the masking.
WARNING: Urethane strippers usually contain acids that irritate or burn

the skin. Wear rubber gloves and eye protection when using
stripper.
(2) Apply urethane stripper as instructed by the manufacturer. Stay approximately 1/8 inch away
from the masking tape. This will necessitate a little more cleanup upon finishing, but will prevent
damage to the finish on the adjacent skin. The stripper will not attack aluminum during the
stripping process and can be neutralized afterwards by rinsing the affected area with water.
(3) Rinse the area with water and dry.
(4) Wash the stripped area carefully with a solvent (1 or 2, Table 1) or lacquer thinner (8, Table 1).
This will prevent tiny particles of loose paint from adhering to the stripped area.
(5) Using a nylon scratch pad or aluminum wool dipped in clean water, clean the surface with a
cleanser such as Bon Ami, Ajax, Comet cleaner, etc. A good scouring will leave the surface
completely clean.
(6) Thoroughly rinse with clean water and carefully dry the affected area. If the stripped area
includes several joints of skin laps, let the airplane sit until all moisture has dried. This may be
accelerated by blowing the skin laps and seams with compressed air. Wet masking should be
replaced.
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H. Pretreatment (Wash) Primer for Urethane Paint

An acid etching primer (4, Table 1) should be applied to improve the adhesion of the finishing coats.
A base primer (5, Table 1) and catalyst (6, Table 1) are used in equal parts as a pretreatment wash
primer at the factory.
(1) Mix the primer as instructed by the manufacturer.
(2) Apply a thin wet coat of primer. It should be permitted to dry for at least an hour, but not over six
hours, before the next coat of urethane primer is applied.
I. Urethane Primer
(1) Mix the urethane primer (7, Table 1) as instructed by the manufacturer.
NOTE: For the best results these directions must be followed carefully, for some
manufacturers require that the primer be allowed to set for 1/2 hour after the catalyst
and base have been mixed while others recommend immediate use after mixing.
(2) Apply a coat of urethane primer with a spray gun using 35 to 40 psi of air pressure. A spotted
appearance only indicates that the coat is thin.
(3) If the initial primer coat is allowed to cure for more than 24 hours before the topcoat is applied,
sand the primer slightly to roughen the surface and assure adhesion. Wipe off the sanding dust
with a cloth dampened with solvent (8, Table 1), then apply the topcoat.
J. Urethane Topcoats
(1) Mix the paint and catalyst as instructed by the manufacturer.
(2) Apply the topcoat with a spray gun at 35 to 45 psi of air pressure. Two coats are normally
required to fully conceal the primer and build up the topcoat film necessary for adequate service
life and beauty. The urethane finish will normally cure to approximately 85% of its full hardness
in 24 hours at temperatures of 80°F or higher.
K. Urethane Touch-Up Repair
(1) Mask around the skin containing the damaged area.
(2) Remove all loose edges of paint by using a high tack adhesive tape around the edge of the
damaged area.
(3) Using a coarse sandpaper, fair the edge of the damaged area with the metal.
(4) When the edge of the paint begins to fair into a smooth joint, use a fine grade of sandpaper to
eliminate the scratches left by the coarse paper. Take care to avoid removing any more metal
than is absolutely necessary.
(5) Wash the sanded area with solvent (2 or 8, Table 1). Change often to clean wash cloths so that
all of the sanding dirt will be picked up.
(6) After the area to be touched up has been cleaned until all traces of discoloration are gone, apply
a thin coat of pretreatment primer (4, Table 1) to the damaged area.
NOTE: If a metal conversion coating such as iridite or alodine is used, the wash primer
coating can be dispensed with. If the metal has not been treated with a metal
conversion coating but no wash primer is available, carefully clean the surface to be
touched up and apply urethane primer (7, Table 1) to the bare metal. This should
produce a satisfactory undercoat for the repair area.
(7) After the urethane primer has cured for 24 hours, sand the area under repair with medium fine
sandpaper. Sand the edge of the repair area until the indentation where the metal and old paint
meet is gone. If necessary, apply additional urethane primer until the juncture of old paint with
metal is no longer visible.
(8) Spray on two urethane topcoats.
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2. Nose Radome
CAUTION: Radar operation can be adversely affected by abrupt variations in the

thickness of the material in the nose radome, which could be caused by
excessive and/or uneven buildup of repair material during repair of the
damage. It is recommended that a damaged nose radome be replaced
rather than repaired.
NOTE: Information to repair the radome lightning diverter strips is provided in Model 1900 Airliner
Series Structure Repair Manual, Chapter 53-90-15.
New radomes purchased from Textron Aviation Inc. are finished complete with primer and anti-static
coating, ready for final painting; however, the new radome must be fit, trimmed, drilled and countersunk to
the individual airplane.
NOTE: Repainting the radome will affect the transmissivity requirements of the radome; therefore, a
maximum of three thin coats of polyurethane paint only should not be exceeded. Use of
any paint other than polyurethane is not recommended. When preparing the radome for
repainting, use a fine grit sandpaper, but do not sand into the black anti-static coating beneath
the finish paint coat.
Multiple coats of anti-static coating will change resistance; therefore, anti-static coating should NOT
be repaired with additional coats of anti-static coating or flat black paint.
A. New Radome Installation
(1) Trim, fit, drill and countersink the new radome to fit the airplane.
(2) Touch up the anti-static paint in all countersunk screw holes with one coat of 528-104 or 528-
306 flat black anti-static paint (9, Table 1). Ensure that the paint covers the entire inside of the
countersink and makes contact with the anti-static paint or primer on the exterior of the radome.
3. Radome Protective Boot

If the airplane is equipped with a radome protective boot, the following removal, installation and
maintenance procedures must be followed precisely to ensure serviceability of the boot installation.
A. Radome Protective Boot Removal
(1) Using a razor blade, carefully score the surface of the protective boot and dissect the protective
boot into triangular pie-shaped sections. Each section should be approximately 4 to 6 inches
wide at the base. Do not cut into the radome.
(2) Pull the pie-shaped sections from the radome beginning at the top and pulling down. Pull the
next section at 180° from the previously pulled section until all sections are removed.
(3) Remove any adhesive residue from the radome using a clean cloth dampened with a 75%
solvent (2, Table 1) and 25% solvent (10, Table 1) solution. Wipe dry using a dry clean cloth. Do
not allow the cleaning solution to set on the radome surface, possibly causing damage to the
radome.
NOTE: Observe the manufacturer's safety recommendations when using the above
cleaners to clean the radome.
B. Radome Protective Boot Maintenance
Maintenance of the unpainted protective boot is a paste wax application when needed to prevent
staining. The protective boot should be replaced at the first indication of damage.
C. Radome Protective Boot Installation
Install the 3M radome protective boot as follows:
(1) Thoroughly wash the refurbished and primed radome with solvent (11, Table 1) and wipe dry.
(2) Using a marking pen, place a + on the top center of the radome for boot orientation. Place a
zero at one end of the + symbol.
(3) With the protective liner still in the protective boot, place the boot on the radome.
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(4) Rotate the protective boot until the best fit is obtained on the radome.
(5) Place a + and zero on the protective boot at the same location as the + and zero on the radome.
(6) Remove the protective boot from the radome, turn the protective boot inside out and place over
the radome. At this time, disregard the orientation marks.
(7) Carefully remove the transparent protective liner from the protective boot.
(8) Saturate the exposed adhesive surface of the protective boot with a wetting solution of 25%
solvent (11, Table 1), 75% water and 1 teaspoon of liquid detergent (Ivory or Joy) per gallon of
wetting solution to prevent adhesive-to-adhesive bonding.
NOTE: The entire adhesive surface of the protective boot must be saturated with the
wetting solution.
(9) Remove the protective boot from the radome.

(10) Saturate the entire surface of the protective boot contact area on the radome with the wetting
solution.
(11) Place the protective boot adhesive side on the radome with the orientation marks aligned.
(12) Using a methyl propyl ketone resistant plastic squeegee with rounded edges, squeegee the
wetting solution from under the protective boot. Start at the top center of the protective boot and
work the blisters down to the end and out from under the protective boot.
NOTE: Care must be taken to avoid leaving blisters under the protective boot.
(13) If small blisters still remain under the protective boot, pierce them with a safety pin and relieve
the entrapped air or wetting solution. Work with the squeegee if necessary.
(14) Wrap the edge of the protective boot outer circumference at the desired location with 1/2-inch
wide masking tape.
CAUTION: Use extreme care during the trimming of the protective boot. The
razor blade must not cut into the radome.
(15) Using an industrial razor blade, trim the protective boot at the edge of the 1/2-inch wide masking
tape.
(16) Place the radome in a bake oven at 125° to 150° for 20 minutes.
NOTE: If a bake oven is not available, a heat lamp at the same temperature may be used.
If no heat lamp or oven is available, the radome must set for 24 hours at room
temperature for the adhesive to cure.
(17) Paint the radome and protective boot as follows:

(a) Wipe the surface of the radome and protective boot with a clean rag dampened with solvent
(2, Table 1). Observe the manufacturer's safety recommendations at all times. If solvent
(2, Table 1) is not desirable, use a #3774 Scotch brite pad and lightly scuff the surface of
the protective boot and radome surface. Using a clean cloth dampened with solvent (17,
Table 1), wipe the protective boot and radome clean.
(b) Do not prime the protective boot before painting.
(c) Allow the radome and protective boot to dry for approximately 30 minutes.
(d) Apply the topcoat paint directly to the radome and protective boot as instructed by the paint
manufacturer.
4. Air Inlet Ducts

A. The heat exchanger air inlet ducts are located on the leading edge center section wing assemblies
on the inboard side. The areas that are to be reworked consist of the entire air inlet ducts, including
the full circumference of the curves.
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CAUTION: The air inlet ducts are lined with a coated glass fabric which is to be left
intact. The use of sandpaper that is too coarse, or a urethane stripper,
could cause damage to this area when removing the topcoat.
(1) Remove the topcoat of urethane enamel on the affected areas with a fine grade of sandpaper,
being careful not to remove the primer material.
(2) Apply the first coat of elastomeric polyurethane (12 and 13, Table 1) in accordance with the
manufacturer's recommendations, then allow to dry for one hour.
(3) Apply the second coat and allow to dry for one hour.
(4) Apply the third coat and allow to dry for 48 hours.
(5) After the 48 hour drying period, the topcoat may be applied.
5. Urinal Surface Area

Seal all the belly skin laps aft of the venturi tube outlet with sealer (14, Table 1), or equivalent, before
applying paint.
6. Battery Box and Lid

A. Finish the interior of the battery box and lid as follows:
(1) Apply two (2) coats of primer (18, Table 1).
(2) Apply two (2) coats of urethane paint (19, Table 1).
7. Rubber Seals
Apply one coat of a thoroughly dissolved solution of one part rubber treatment (15, Table 1) and two parts
water to all rubber surfaces that are to come in contact with either metal or other rubber surfaces.
8. Paint Free Areas

A. The following areas shall be kept free from paint.
(1) Engine Controls.
(2) Flight control cables and chains.
(3) Control pedals.
(4) Exhaust heated air inlet lip (stainless steel).
(5) Firewalls and wrought aluminum surfaces forward of the firewall, with the following exceptions:
(a) Aluminum parts attached directly to the firewall should be primed and painted in detail.
(6) Aluminum flexible conduit.
(7) All tubing (except unplated steel which shall receive two coats of primer) on the exterior and
interiors where color scheme must be maintained.
(8) Interior of all fluid lines, including oxygen lines and instrument lines.
(9) Chromium-plated portions of the landing gear piston tubes.
(10) Rubber and rubberlike surfaces.
(11) Electrical wiring, unless otherwise noted as a specific requirement.
(12) Glide path antenna.
(13) Pitot static buttons.
(14) Air conditioner condenser and evaporator coils.
(15) Air conditioner condenser fan.
(16) Air conditioner compressor.
(17) Avionics honeycomb shelves.
(18) Cargo door and airstair door areas as follows:
(a) Cargo door only:
1 Surface of slide pins (slide pin carrier rod is to be painted).
2 Gas springs and buffed aluminum bracket.
3 Roller guides on the fuselage door opening frame.
(b) Airstair door only:
1 Buffed surface of the airstair door snubber and the handrail post.
2 Airstair door steps.
(c) Both cargo and airstair doors:
1 Roll cams.
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2 Insert threads and fastener threads.

3 Door seals.
4 Buffed door handle.
5 All cables.
6 All cable drums and cable drum assemblies.
7 All internal and external splines.
8 All shaft bearing surfaces.
9 All internal bearing journal surfaces.
10 All solid film lubricated surfaces.
11 Chromed latch posts.
12 Upholstery panels.
NOTE: The door seal retainer may be painted or left paint free, but must be
kept free of paint overspray.
9. Laminated Fiberglass Surfaces

Apply sanding surfacer (16, Table 1) until the surface to be painted is smooth.
10. Painting Wet Wing Fuel Access Plates

The oval access plates on the lower surface of each outboard wing wet fuel cell are made from nylon
material. If paint must be removed from these access plates, use only fine sandpaper, using care not to
sand into the material. DO NOT USE PAINT STRIPPER OF ANY KIND on these access plates.
When preparing the access plates for painting, scuff sand the exterior surface only with 280-grit sandpaper
and wipe with solvent; preferably (3 or 2, Table 1).
CAUTION: Do not apply primer or paint to the interior surface, the packing seat area or
to the threaded attach holes.
Apply epoxy-polyamide primer to the exterior surface only and scuff sand with fine sandpaper prior to
applying finish paint coating.
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CORROSION - DESCRIPTION AND OPERATION
1. General
The information contained in this section has been removed, refer to the Model 1900 Airliner Series
Corrosion Control Manual, P/N 114-590021-197.
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MAINTENANCE MANUAL
CORROSION - MAINTENANCE PRACTICES
1. Procedures
The information contained in this section has been removed, refer to the Model 1900 Airliner Series
Corrosion Control Manual, P/N 114-590021-197.
The CORROSION PREVENTION FOR CHAFED FUEL LINES procedure has been moved to Chapter
28-20-06.
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SEALING/BONDING - DESCRIPTION AND OPERATION
1. General
The instructions for sealing and bonding the airplane and components are in this chapter. The sealers
and adhesives listed in the Tables are used by Textron Aviation Inc. The following is a list of the Tables
and the applicable use.
Table 201 - 1-Part Sealers
Table 202 - 2-Part Sealers
Table 203 - Rubber-to-Rubber Adhesives
Table 204 - Rubber-to-Metal Adhesives
Table 205 - Rubber-to-Acrylic or Acrylic-to-Acrylic Adhesives
Table 206 - Metal-to-Metal Adhesives
Table 207 - Textiles-to-Textiles or Textiles-to-Metal Adhesives
Table 208 - Insulation-to-Metal Adhesives
Table 209 - Honeycomb Panel Ledge Filler Adhesives
Table 210 - Aerodynamic Smoothers
Table 211 - Metal Primers
Table 212 - Coatings
Table 213 - Sound Deadeners
Table 214 - Potting Compounds
Table 215 - Vendors
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SEALING/BONDING - MAINTENANCE PRACTICES
1. Procedures
The fuselage is sealed to prevent air loss for airplane pressurization. The fuel cells are sealed to prevent
fuel leakage. Most other sealed areas are sealed to protect the airplane from damaging elements.
A. General
The following instructions aid in resealing the airplane.
(1) Two part sealers should not be more than two months old when obtained. The sealer should not
be more than six months old when used.
(2) Sealers which have been premixed and flash frozen should be maintained at -40°F or lower and
should not be received more than two weeks beyond the date of mixing. These sealers should
not be used more than six weeks after the date of mixing.
(3) Frozen sealers should be at room temperature before being used. Frozen sealer must be
defrosted by any means which does not cause contamination or overheating of the sealer and
does not shorten the application time of the sealer. Defrosting temperature and time should be
adjusted to give the sealer a temperature between 60 to 80°F at the time the sealer is applied.
(4) Frozen sealers which have been defrosted should not be refrozen.
(5) Surfaces must be clean and dry, free from dust, lint, grease, chips, oil condensation or other
moisture and all other contaminating substances prior to the application of sealer.
(6) Naphtha Type II or Isopropyl Alcohol (TT-I-735) are the only cleaners which may be used on
plastic transparencies.
(7) Sealers may be applied to unprimed or primed surfaces, primer must be applied 48 hours prior
to sealer application.
(8) Sealers should not be applied when the temperature of either the sealer or airplane structure is
below 60°F.
(9) Pro-Seal 890 A-1/2, B-2 or B-4 are the only sealers approved for use on plastic transparencies.
(10) Sealers applied by brush coat method should always be applied on the pressurized side of the
seal.
(11) After application, all sealer should be smoothed down and pressed into the seam or joint.
(12) Extruded sealer should be evident around the complete periphery of the fastener to indicate
adequate sealing. Sealer should be wiped from the end of the rivet shank before bucking.
(13) Any pressure testing should not be attempted until the sealer has cured to the manufacturer's
instructions.
(14) Sealer should not be applied over ink, pencil or wax (grease) pencil marks.
(15) On sealers to be applied over primed areas from which the primer was removed during cleaning,
seal directly over the cleaned area. Touch up the exposed areas with primer after the sealer has
been applied and is tack free.
(16) Sealed components should not be handled or moved until the sealer is not tacky when touched.
(17) Drilling holes and installing fasteners through a sealed area shall be performed during the
working life of the sealer.
NOTE: The surface to receive the sealer application must be clean for proper sealer
adhesion. Any type of oil or contamination will not allow the sealer to adhere to a
surface.
B. Surface Preparation for Bonding/Sealing
The surface may be prepared as follows:
(1) Drill all holes to their proper size and remove any burrs from around the holes and between any
material.
(2) Remove any previously applied sealer. Use a Plexiglas or stiff plastic scraper and a rag
dampened with methyl ethyl ketone (metal surfaces) or naphtha (plastic surfaces) to aid in the
removal of the old sealer.
NOTE: Do not use a metal scraper to remove the old sealer. Do not use methyl ethyl
ketone on an acrylic scraper.
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(3) Wipe the surface clean with a clean white cloth dampened with methyl ethyl ketone (metal
surfaces) or naphtha (plastic surfaces) and wipe dry. Let the solvent air dry after wiping.
(4) Wipe the surface clean with a clean white cloth.
(5) If zinc chromate primer was removed during the cleaning, prime the surface with zinc chromate
primer, MIL-P-8585. Allow to dry for 48 hours. Reclean to remove the excess primer and any
overspray.
C. Sealer/Adhesive Preparation
The time needed to complete the repair and the work time of the sealer/adhesive are important factors
in determining the proper sealer/adhesive.
NOTE: The manufacturer's recommendations and instructions must be followed at all times.
Frozen sealer/adhesive cannot be refrozen.
Any 2 part sealer/adhesive must be mixed with the base or catalyst it was shipped with. The base
or catalyst left from a previous order should not be used unless the batch number of the base and
catalyst are the same. The 2 part sealers/adhesives may be mixed as follows:
(1) Using a clean spatula, weigh out the proper amount of base required for the repair in a clean
wax free cup.
(2) Before removing any catalyst, stir the catalyst with a clean spatula. Discard the spatula. Using
a clean spatula, weigh the correct amount of catalyst in the cup with the base.
NOTE: Do not allow the catalyst to touch the side of the mixing cup or spill during the
weighing or mixing of the sealer/adhesive.
(3) Hand mix the base and catalyst together until the mixture is uniform in color with no streaks or
lumps.
D. Sealer/Adhesive Application (Ref Figure 201 and Figure 202).
The sealer/adhesive may be applied as follows:
(1) Ensure the surface is clean and free of oil or contamination as instructed under the heading
"SURFACE PREPARATION FOR BONDING/SEALING".
(2) Apply sealer/adhesive 1/32 inch thick to the cleaned surface using a spatula or air pressure
applicator.
(3) Place the part in place and install temporary or permanent fasteners. If temporary fasteners are
installed, enough pressure must be applied to ensure solid contact of the surfaces with no gaps
existing in the applied sealer/adhesive.
NOTE: Any fasteners to be installed in the airplane pressurized area must be dipped in
sealer before installation.
(4) All permanent fasteners required to accomplish the repair should be installed during the work
time of the sealer. The recommended work time of the sealer is established by the manufacturer
of the sealer.
NOTE: Fasteners with torque requirements must be torqued to final torque requirements
during the recommended work time of the sealer. The nut should be turned to take
torque readings if possible. No torque may be applied after the sealer has reached
the maximum recommended sealer work time. It is recommended that torque sealer
from Table 201 be applied to all torqued fittings and fasteners after the final torque
has been applied.
The following One Part Sealers are used by Textron Aviation Inc. The number under the "Supplier
Number" indicates the supplier listed in Table 215 of this section.
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Typical Sealer Application

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Typical Fay Sealing

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Table 201. One Part Sealers
Material Supplier Number Work Time Cure Time Information

Permatex No. 2 1. Soft sealing
compound for
gaskets.
576 Presstite 4. Caulking
Compound.
EC612, EC1796 or 5. Caulking
Compound.
Presstite 590 4.
MIL-S-7124 or
MIL-S-7126
EC750 5. 1 Hour 3 Days at 80° Sealer for skin laps,
gaps, etc. Acetone
is an acceptable
solvent.
EC766 5. Used under flush
rivet heads on the
fuselage. Methyl
Propyl Ketone is an
acceptable solvent.
EC800 5. Used to cover
rivet heads and
tight seams inside
the cabin. Methyl
Propyl Ketone is an
acceptable solvent.
PR810 6. 72 Hours at 75° Used to seal hot air
ducts.
EC1020 (White) or 5. Filleting Material.
EC1055b (Black)
EC1113 5. 72 Hours Used for faying and
rivet head sealing.
Brushable. Methyl
ethyl ketone is an
acceptable solvent.
EC1202 5. Used for sealing
doors or windows. It
is fabric reinforced.
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Table 201. One Part Sealers (continued)

EC1252 5. Used to mark
torque fittings and
fasteners after final
torque has been
applied.
EC1792, EC1814 5. Used to fill gaps,
or EC2084 skin gaps, etc.
Naphtha or Methyl
Propyl Ketone is an
acceptable solvent.
Do not use on
plastic.
F900 Torque Seal 7. Used to mark
torque fittings and
fasteners after final
torque has been
applied. Available
in a variety of colors.
The following Two Part Sealers are used by Textron Aviation Inc. The number under the "Supplier
Number" indicates the supplier listed in Table 215 of this section. Cure time is at 77° unless other
temperatures are given.
Table 202. Two Part Sealers

PR385 MB-1/2 or 6. 20 Min. 48 Hrs. Windshield Sealer.
PR385 MB-1, 1 Hr. 72 Hrs.
MIL-S-7502
RTV-616 2. 4 Hrs. 72 Hrs. Bleed Air Duct
Sealer.
Proseal 700 8. 90 Min. 72 Hrs. Firewall connector,
hole and crack
sealer. Withstands
2000°F for 15
minutes.Methyl
Propyl Ketone is an
acceptable solvent.
EC801A1/2 or B1/2 5. 30 Min. 10 Hrs. Cabin and fuel cell
sealer. Used on
EC801A2 or B2 2 Hrs. 24 Hrs. the edges of the
EC1A4 or B4 4 Hrs. 36 Hrs. deicer boot. "A"
type sealers are
EC501A8 or B8 8 Hrs. 50 Hrs. brushable.
EC801B12 12 Hrs. 60 Hrs.
MIL-S-5702 or
MIL-S-7124
Pro Seal 860 8. Cabin and fuel cell
fast cure sealer for
quick repairs.
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Table 202. Two Part Sealers (continued)

Pro Seal 890-1/2 8. 30 Min. 30 Hrs. Cabin and integral
fuel cell sealer.
Pro Seal 890-2 2 Hrs. 72 Hrs.
Pro Seal 890-4 4 Hrs. 96 Hrs.
AMS-S-8802
PR1221 B1/2 6. 30 Min. 30 Hrs. Cabin Sealer.
PR1221 B8 8 Hrs. 100 Hrs.
MIL-S-7502
EC1239 A1/2 or 5. 30 Min. 10 Hrs. Cabin and fuel
B1/2 cell sealer. "A"
type sealers are
EC1239 A2 or B2 2 Hrs. 24 Hrs. brushable.
EC1239 A4 or B4 4 Hrs. 36 Hrs.
EC1239 A8 or B8 8 Hrs. 50 Hrs.
MIL-S-7502
EC1293 5. 3 Hrs. 48 Hrs. Cabin and integral
fuel cell sealer.
PR1422 A1/2 or 6. 30 Min. 2 Hrs. Cabin and integral
B1/2 fuel cell sealer.
PR1422 A2 2 Hrs. 30 Hrs.
AMS-S-8802
PR1425 B2 6. 2 Hrs. 48 Hrs Cabin window
sealer.
PR1435 6. Cabin and integral
fuel cell quick repair
sealer.
PR1440-1/2 6. 30 Min. 30 Min. Cabin and integral
fuel cell sealer.
PR1440-2 2 Hrs. 72 Hrs.
PR1440-4 4 Hrs. 96 Hrs.
MIL-S-8802
The following rubber to rubber adhesives are used by Textron Aviation Inc. The number under the
"Supplier Number" indicates the supplier listed in Table 215 of this section. Cure per the manufacturer's
recommendations.
Table 203. Rubber to Rubber Adhesives
Material Supplier Number Solvent

R-380-6 9.
MMM-A-132
EC678 5. Methyl Propyl Ketone
MIL-C-9117
EC847 5. Acetone
MIL-A-5092
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Table 203. Rubber to Rubber Adhesives (continued)

Bostic 1008 13.
EC1300L or EC-1403 5. Methyl Propyl Ketone
MMM-A-121
MIL-A-5092 Type II
Scotch Grip 5034 5. Water
EC 5034
5452 Hadley 10. Methyl Propyl Ketone
The following rubber to metal adhesives are used by Textron Aviation Inc. The number under the
"Supplier Number" indicates the supplier listed in Table 215 of this section. Cure per the manufacturer's
recommendations.
Table 204. Rubber to Metal Adhesives

Pliobond No. 20 11. Methyl Propyl Ketone
Pliobond HT30 11. Methyl Propyl Ketone
Pro Seal 590 6. Acetone
EC847 5. Acetone
MIL-A-5092
Bostic 1008 13.
EC1300L or EC1403 5. Methyl Propyl Ketone
MMM-A-121
EC2141 5. Toluol
MIL-A-5092 Type II
Dapcotac No. 3300 12. Toluene
5452 Hadley 10. Methyl Propyl Ketone
The following rubber to acrylic or acrylic to acrylic adhesives are used by Textron Aviation Inc. The
number under the "Supplier Number" indicate the supplier listed in Table 215 of this section. Cure per
the manufacturer's recommendations.
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Table 205. Rubber to Acrylic Or Acrylic to Acrylic Adhesives

PS18 14. PS30 is an alternate for PS18.
The acrylic should be annealed
MIL-A-25055 prior to the application of the
PS18. The parts should be lightly
compressed to force air bubbles
from the adhesive during the
curing process. Work time is 90
minutes. Cure time is 48 hours.
PS30 15. Does not discolor like PS18. Work
time is 25 minutes. Cure time is 8
hours.
TDA552-15 with RP5511 16. A fast curing urethane adhesive.
Work time is 7 minutes. Cure time
is 2 hours.
Bond Master G590 17. Apply adhesive 0.001 to 0.003
inch thick. 2 layers may be applied
on porous materials. The bond
should be made after 10 minutes
and before 45 minutes. Bonds
immediately upon contact to itself.
Light pressure should be applied
for complete contact during curing.
Scotch Grip 5034 or EC5034 5. Used where sparks are possible.
Allow to dry 20 to 30 minutes
before joining surfaces. Water is
an acceptable solvent.
Uralite 6102 18. Is very thin at first, but thickens
after 8 to 10 minutes for a
spreadable paste. Work time is 90
minutes. Cure time is 72 hours.
Cyclohexanone or Tetrahydrofuran 19. Used to bond "Tygon" tubing to
"Tygon" tubing. Allow tubing to
soften, then press the two softened
ends together. Hold together until
solvent dries. Cure time is 4 hours.
Ethylene Dichloride 20. Used for a clear Plexiglas bond
to Plexiglas. Work time is 3 to 8
minutes. Cure time is 12 to 24
hours.
The following metal to metal adhesives are used by Textron Aviation Inc. The number under the "Supplier
Number" indicates the supplier listed in Table 215 of this section. Positioning fabric should be used
when bonding metal to metal.
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Table 206. Metal to Metal Adhesives

EA VI 21. 2 Hrs. 144 Hrs. Only contact
pressure required.
MIL-A-8623 Assemble parts
immediately.
EA VIII 22. 2 Hrs. 90 min. at 200°F
MIL-A-8623
RTV 106 2. Can withstand
600°F for a short
MIL-A-46106 time.
Epon 828 21. 30 Min. 8 Hrs. Contact pressure
required for
approximately 6
hours. No Stress
may be applied for
48 hours.
EC 847 5. Not to be used
where shear
MIL-A-5092 strength of over
100 psi is required.
Bostic 1007 primer
is recommended.
EA907 21. 40 Min. 24 Hrs. Assemble
immediately after
applying the
adhesive.
EC2216A or B 5. 2 Hrs. 24 Hrs. "A" type sealer is a
gray color "B" type
sealer is a white
color.
EA9309 21. 40 Min. 24 Hrs.at 77°F
3003 Dapcotac 12. 45 Min. 24 Hrs.at 77°F
3003F 12. 20 Min. 16 Hrs.at 77°F
3013 Dapcotac 12. 40 Min. 72 Hrs.at 77°F
The following textiles to textile and textile to metal adhesives are used by Textron Aviation Inc. The
number under the "Supplier Number" indicates the supplier listed in Table 215 of this section.
Table 207. Textiles to Textiles, Textiles to Metal Adhesives

10-150 23. Water is an acceptable solvent.
MP500 24.
EC847 5. Acetone is an acceptable solvent.
MIL-A-5092
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Table 207. Textiles to Textiles, Textiles to Metal Adhesives (continued)

MP1000-D-5 24. Thicker than MP500.
EC1099 or EC1359 5. Methyl Propyl Ketone is an
acceptable solvent.
EC1368 or 45518 Hadley 5. Methyl Propyl Ketone is an
acceptable solvent. Good on light
colored leathers.
EC1390 5. Used to bond asbestos. Can
withstand up to 400°F.
EC1781 5. Methyl Propyl Ketone is an
acceptable solvent.
EC2141 5. Toluol is an acceptable solvent.
MIL-A-5092 Type II
EC2262 5. Methyl Propyl Ketone is an
acceptable solvent.
EC4592 5. Acetone is an acceptable solvent.
Cats Paw (ITS) 25. Can be used over zinc chromate
primer. Naphtha is an acceptable
solvent.
The following insulation-to-metal adhesives are used by Textron Aviation Inc. The number under the
"Supplier Number" indicate the supplier listed in Table 215 of this section.
Table 208. Insulation to Metal Adhesives

Scotch Grip #44 5. Naptha
EC1870 5. Naptha
EC2141 5. Toluol
MIL-A-5092 Type II
Paisley 4372 25. Water
The following honeycomb panel edge filler adhesives are used by Textron Aviation Inc. The number
under the "Supplier Number" indicate the supplier listed in Table 215 of this section. Cure times listed
below are at 77° unless stated otherwise.
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Table 209. Honeycomb Panel Edge Filler Adhesives

Metal Set A4 27. 30 Min. 24 Hrs.
Epi-Bond 104 26. 45 Min. 10 Hrs. Aluminum powder
may be mixed
into the filler for
appearance.
R-380-6 9. 24 Hrs. at 75°F It is recommended
to clean metal with
MMM-A-132 EC3911 before
applying filler.
EC750 5. 24 Hrs. Add EC1101 for an
aluminum color.
EA960 F 20. 30 Min. 24 Hrs. Will cure in 1 hour
at 160°F.
Devcon "F" 28. 45 Min. 3 Hrs. Flex may be added
for a non-brittle
filler.
White Star or 29. 3 Min. 30 Min. Do not subject to
cleaning solvents
White Streak 30. after mixing.
The following aerodynamic smoothers are used by Textron Aviation Inc. The number under the "Supplier
Number" indicate the supplier listed in Table 215 of this section.
Table 210. Aerodynamic Smoothers

Metal Set A4 27. 30 Min. 24 Hrs.
Epi-Bond 104 26. 45 Min. 10 Hrs. Aluminum powder
may be added for
appearance only.
R-380-6 9. 24 Hrs. at 77°F Clean metal with
EC3911 before
MMM-A-132 applying smoother.
EC750 5. 24 Hrs. Add EC1101 for an
aluminum color.
EA960 F 20. 30 Min. 24 Hrs. at 77°F Will cure in 1 hour
at 160°F.
Devcon "F" 28. 45 Min. 3 Hrs. Flex may be added
for a non-brittle
smoother.
White Star or 29. 3 Min. 30 Min. Do not allow
solvents to come
White Streak 30. into contact with
mixed smoother.
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The following metal primers are used by Textron Aviation Inc. The number under the "Supplier Number"
indicate the supplier listed in Table 215 of this section.
Table 211. Metal Primers
Material Supplier Number Information

Bostic 1007 13. Adhesive primer for metal,
fiberglass and epoxy primer. Each
coat of primer should dry for at
least 30 minutes.
EC3911 5. Let dry for at least 5 minutes. Wipe
clean with a clean white cloth.
The following coatings are used by Textron Aviation Inc. The number under the "Supplier Number"
indicate the supplier listed in Table 215 of this section.
Table 212. Coatings

Rubber Dressing 31. Improves rubber surface. Naphtha
is an acceptable solvent.
No. 93
EC776 5. Sealer overcoat for fuel cells.
Methyl isobutyl ketone is an
MIL-S-4383 acceptable solvent.
EC776 SR 5. Sealer cover coat for integral fuel
cells. Methyl isobutyl ketone is an
acceptable solvent.
Uralane 8267 26. Printed circuit board protection.
Cures in 24 hours.
The following sound deadeners are used by Textron Aviation Inc. The number under the "Supplier
Table 213. Sound Deadeners

Vaporite 550 32. Naptha
7601 33. Naptha
The following potting compounds are used by Textron Aviation Inc. The number under the "Supplier
Table 214. Potting Compounds

PR1201Q 6. Flows around and insulates
electrical connections.
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Table 215. Supplier Listing
Supplier Number Supplier Name Supplier Address

1. Permatex Co. Inc. Brooklyn, NY
2. General Electric Co., Silicone Waterford, NY 12188
Products Dept.
3. Dow Corning S. Saginaw Rd., Midland, MI
48461
4. Inmount Company 3738 Chauteau, St. Louis, MO
63110
5. Minnesota Mining & Mfg. Co. 3211 E. Traficway, Sprinfield, MO
65802
6. Products Research Co. 2919 Empire Ave., Burbank, CA
91504
7. Organic Products Co. P.O. Box 428, Irving, TX 75060
8. Essex Chemical Corp., Special 19451 Susana Rd., Irving, TX
Chemicals Div., Coast Pro-Seal 75060
9. Ciba-Geigy Composite Material 10910 Talbert Ave., Fountain
Corp. Valley, CA 92708
10. Hadley Adhesives Div., 2827 Breckenridge, Industrial
Sherwin-Williams Co. Court, St. Louis, MO 63144
11. Goodyear Tire and Rubber Co., 1745 Cottage St., Ashland, OH
Adhesives and Sealants Plant 44805
12. D Aircraft Products Co. 1191 Hawk Circle, Anaheim, CA
92708
13. B.B. Chemical Co. 784 Memorial Dr., Cambridge, NE
69022
14. Rohm and Haas Co. 712 Locust St., Philadelphia, PA
19106
15. Cadillac Plastic and Chemical Co. 15111 Second Ave., Detroit, MI
48203
16. Ciba-Geigy Corp., Ren Plastics 5656 S. Cedar St., Lansing, MI
Div. 48910
17. National Adhesives Inc., Products 268 Madison Ave., New York, NY
Div. 10016
18. Hexcell Corp., Chemical Products 20701 Nordorff St., P.O. Box 2197,
Div. Chattsworth, CA 91311
19. Barton Solvents Inc. 201 S. Cedar, Valley Center, KS
67147
20. Union Chemicals Div., Union Oil 2100 E. 37th N., Wichita, KS
Co. of California 67208
21. Hysol Div., The Dexter Corp. 211 Franklin St., Olean, NY 14760
22. J.G. Milligan and Co. 7300 S. Tenth St., Oak Creek, WI
53154
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Table 215. Supplier Listing (continued)

Supplier Number Supplier Name Supplier Address
23. Kode Inc., A Subsidiary of Odetics 2757 Walnut St., Tustin, CA 92680
24. Cats Paw Rubber Co. Inc. Baltimore, MD
25. Paisley Production Inc. Chicago, IL
26. M and T Chemicals Inc., Furane 5121 San Fernando Rd. West, Los
Products Div. Angeles, CA 90039
27. Smooth-On Inc. 1000 Valley Rd., Gillette, NJ 07933
28. Devcon Corp. 61 Endicott St., Danvers, MA
01923
29. Fibre Glass-Evercoat Co. 6600 Cornell Rd, Cincinnati, OH
45242
30. Dynatron Corp., Plastics Div. 500 Permalume Pl., Atlanta, GA
30318
31. Acme Quality Paints Inc., Allied Roseville, MI
Trade Sales Div.
32. Anderson Prichard Oil Corp. Liberty Bank Bldg., Oklahoma City,
OK
33. Allied Chemical P.O. Box 1087R, Morristown, NJ
07960
34. Shell Chemical Corp. 2001 Kirby Dr., Houston, TX 77001
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FIBERGLASS REPAIR - DESCRIPTION AND OPERATION
1. General
Field repair of fiberglass components should be limited to those areas without an excessive amount of
heat. In areas where fiberglass is used, with heat reaching a temperature near 300°F (149°C) or above, a
special phenolic resin-impregnated fiberglass is used. It is recommended that these parts not be repaired
unless there is a shop available which is equipped for this type of fiberglass repair.
are provided for reference and are not specifically required by Textron Aviation Inc. Any product
Tables have been tested and approved for aviation usage by Textron Aviation Inc., by the supplier or by
MATERIAL SPECIFICATION PRODUCT SUPPLIER

1. Solvent Methyl Propyl Ketone Obtain locally.
2. Aerodynamic EA960F Hysol Div. Headquarters
Smoother and Main Office Olean,
NY 14760
3. Aerodynamic Epon 828 Shell Chemical 2001
Smoother Kirby Dr. Houston, TX
77019
4. Hardener 951 Furane Plastic Div. of
Ciba-Geigy 5121 San
Fernando Rd. Los
Angeles, CA 90039
5. Flexilizer Flex "T" Furane Plastic Div. of
Ciba-Geigy 5121 San
Fernando Rd. Los
Angeles, CA 90039
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FIBERGLASS REPAIR - MAINTENANCE PRACTICES
1. Procedures
Fiberglass damage may be repaired as instructed under the following appropriate headings.
CAUTION: This repair is not applicable for use on air conditioning ducts, heating ducts
or interior plastic parts of the airplane.
WARNING: Goggles and respirators should be worn when cutting or sanding

fiberglass.
A. Fiberglass Minor Damage Repair
Minor damage to fiberglass are scratches, gouges, and dings which do not break the surface, or
exceed 1 inch in diameter and 0.050 inch in depth.
If the damage is greater than stated above, the repair must be repaired as instructed under major
damage repair.
Fiberglass minor damage may be repaired as follows:
(1) Sand or V-cut at less than a 45° angle to the depth required to remove all the damage. Sand a
1 inch larger diameter area around the circumference of the damaged area.
(2) Clean the sanded area with solvent (1, Table 1) and wipe dry.
(3) For aerodynamic smoother (2, Table 1), mix 2 parts of brown resin to 1 part of white hardener
by weight.
(4) Apply the mixed resin to the clean sanded surface area.
(5) After 4 hours at room temperature, sand any high areas smooth with course sandpaper.
NOTE: Heat lamps may be used to accelerate the cure time of the mixture. Cure times are
approximate, depending on temperature and relative humidity. DO NOT sand if
tacky or rubbery, since the material is not sufficiently cured.
(6) After the resin has cured at room temperature for 8 to 12 hours, sand with 320 grit sandpaper
for the final smoothing.
(7) Paint if necessary.
B. Fiberglass Major Damage Repair
CAUTION: This repair is not applicable for use on the air conditioning ducts, heating
ducts, interior plastic parts of the airplane.
Major damage to fiberglass is damage that extends through the glass cloth plies but is less than 2
inches in length and 1/2 inch wide.
Damage that exceeds the major damage specifications requires part replacement. The major damage
repair may be made as follows:
NOTE: It may be necessary for aerodynamic smoothness or appearance to install the repair
glass plies to the inside of the damaged part.
The shop area should be clean, the temperature approximately 70° and the relative humidity at 50%
for ideal fiberglass repair conditions.
(1) Clean the damaged area with solvent (1, Table 1) and wipe dry.
(2) Push down on the area surrounding the damage to determine the full extent of the damage.
(3) Remove the damaged fiberglass by sanding or cutting at a 15° angle (Ref. Figure 201).
(4) Remove any flaky edges and feather the surface back at 15°, approximately 1/2 inch from the
cut out area.
(5) Sand the area surrounding the damaged area approximately 1 1/2 inches from the edge. Feather
the edges to allow the glass-cloth patches to lay in the feathered area.
(6) Clean with solvent (1, Table 1) and wipe dry.
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(7) Prepare the glass-cloth plies for the repair. The first ply should be 1 inch larger in diameter than
the repair area. The additional glass-cloth plies should be 1 inch larger in diameter than the
preceding ply and should overlap the preceding glass-cloth ply by 1/2 inch on all sides.
NOTE: A course mesh glass-cloth ply may be used for the plies applied to the interior
of the damaged part for this repair. A fine-mesh glass-cloth ply is recommended
for the exterior ply.
(8) Apply the glass cloth plies impregnated with aerodynamic smoother (3, Table 1) with the smallest
patch first and each additional patch 1 inch larger in diameter than the preceding patch. Work
any air bubbles from the mixture as the patches are applied. Mix the aerodynamic smoother (3,
Table 1) resin as described below:
(a) Mix 100 parts of aerodynamic smoother (3, Table 1) to 10 parts of hardener(4, Table 1) by
weight, with 5% flexilizer (5, Table 1) added. Application time is 30 minutes.
(b) Brush the mixture on both sides of the prepared glass-cloth plies. Work the mixture through
the glass cloth. Work the air bubbles to the surface.
(9) After the glass-cloth plies have been applied on the inner or outer side, allow the aerodynamic
smoother (3, Table 1) to cure approximately 4 hours.
NOTE: Cure times are approximate, depending on temperature and relative humidity. DO
NOT sand if tacky or rubbery, since the material has not sufficiently cured. Sand
smooth with course sandpaper and wipe clean with solvent (1, Table 1).
A support for the glass-cloth plies may be necessary during the repair. The support may
be any object with the same contour as the damaged part. Release films should be
used to separate the support from the glass-cloth plies. Use C-clamps or blocking
to hold the support in place. After the material has sufficiently cured, remove the
support and sand smooth with course sandpaper.
(10) Feather the opposite side of the repair approximately 0.050 deep and 1 inch larger in diameter
than the damaged area.
(11) Clean with solvent (1, Table 1) and wipe dry.
(12) Brush both sides of a fine-mesh glass-cloth ply with a mixture of aerodynamic smoother (3, Table
1), as mixed in Step (8)(a), and work into the glass-cloth ply.
(13) Center the patch on the sanded area and remove any air bubbles.
(14) Allow to cure for 4 hours and sand smooth with course sandpaper.
NOTE: Cure times are approximate, depending on temperature and relative humidity. DO
NOT sand if tacky or rubbery since the material has not sufficiently cured.
(15) After 8 hours, sand with 320 grit sandpaper to the original thickness to obtain the required finish
smoothness.
(16) Paint if necessary.
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AIRFRAME PENETRATION INSPECTION - DESCRIPTION AND OPERATION
1. General
The information contained in this section has been removed. Refer to the Model 1900D Airliner Structural
Inspection Manual, P/N 129-590000-65, Chapter 20-00-00.
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AIRFRAME PENETRATION INSPECTION - MAINTENANCE PRACTICES
1. Procedures
The information contained in this section has been removed. Refer to the Model 1900D Airliner Structural
Inspection Manual, P/N 129-590000-65, Chapter 20-00-00.
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WIRING - DESCRIPTION AND OPERATION
1. General
Information for inspection of the electrical wiring and criteria for repair or replacement of the electrical
wiring is contained in AC 43.13-1B or subsequent. Any questions should be addressed to Textron Aviation
Inc. Technical Support at 1-800-429-5372 or 316-676-3140.
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WIRING - MAINTENANCE PRACTICES
1. Procedures
2. Control Column Clearance Inspection

A. Wiring Forward of the Instrument Panel
(1) Gain access to the area forward of the instrument panel on either the pilot's or copilot's side.
(2) Inspect the area forward of the instrument panel to assure that no electrical/avionics wiring, wire
bundles, air ducting, plumbing (both hard and soft lines), etc., are, or can come in contact with
any part of the flight control mechanisms.
(3) One mechanic should be positioned to inspect the area forward of the instrument panel while
another mechanic moves the control column.
(4) Slowly move the pilot (3) or copilot (1) control wheel aft and forward to move the elevator system
through the full range of travel while this inspection is being performed (Ref. Figure 201).
(a) Observe the chain and cable (5) of the control column and check for clearance.
(b) Observe the top of the control column vertical tube (2) and check for clearance.
(c) Observe the bob weight (4) and check for clearance.
(5) Continue to move the control wheel and aft and forward and turn the control wheel to move the
aileron system through the full range of travel while this inspection is being performed.
(6) Any item that comes in contact with the control mechanisms forward of the instrument panel
shall be secured clear of the mechanism.
(7) Repeat Steps (1) thru (6) for the opposite side of the flight compartment.
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Control Column Travel

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LEADING EDGE EROSION PROTECTION - DESCRIPTION AND OPERATION
1. General
It is imperative to maintain the integrity of all leading edges. Erosion can occur on the leading edges over
time and negatively effect the airplane's lift and performance.
conforming to the specification listed may be used. The products included in this Table have been
tested and approved for aviation usage by Textron Aviation Inc., by the supplier, or by compliance
with the applicable specifications. GENERIC OR LOCALLY MANUFACTURED PRODUCTS WHICH
NOT INCLUDED IN THE TABLE. Only the basic number of each specification is listed. No attempt
has been made to update the listing to the latest revision. It is the responsibility of the technician or
mechanic to determine the current revision of the applicable specification prior to usage of the product
listed. This can be done by contacting the supplier of the product to be used.

1. Abrasion 8591 Minnesota Mining & Mfg.
Resistance Film Co., St. Paul MN
2. Sealant Uralite 3149 Textron Aviation Inc.
Wichita, Kansas
3. Sealant LJF801 A-1/2 Le Joint Francais Bezons,
France
4. Sealant AMS-S-8802 PR1440 B-1/2 PRC DeSoto 5454 San
Fernando Road Garden
Grove, California
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LEADING EDGE EROSION PROTECTION - MAINTENANCE PRACTICES
1. Procedures
NOTE: LJF801A 1/2 sealant has a good adhesion to rubber deicers. Uralite 3149 does not have good
adhesion to rubber however, both are excellent for erosion protection.
Paint all areas to a thickness of 0.20 inch, making sure it is aerodynamically smooth so as not to
disrupt airflow.
A. Erosion Protection
(1) Coat areas indicated using sealant (2 or 3, Table 1) (Ref. Figure 201).
(2) Apply sealant (4, Table 1) over neoprene spacers above tailet deice boots.
(3) Install abrasion resistance film (1, Table 1) on vertical stabilizer and winglet leading edges as
shown.
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CONTROL OF LIFE-LIMITED PARTS - MAINTENANCE PRACTICES
1. Procedures
A. Determination of Serviceability When Part Life is Unknown
14 CFR Part 43 requires that all persons who remove life-limited parts from airplanes safely control
these parts. Acceptable methods to control these parts are defined by 14 CFR Part 43. In certain
circumstances the life status of a part may not be known. The following guidelines may be used to
assess the life status of an aircraft part. Note that this is not an exhaustive list.
WARNING: If the life status of a part cannot be determined, the part shall be
considered to be beyond its safe life and must be disposed of in
accordance with 14 CFR Part 43.
(1) If the part is original to the airplane:
(a) For determining compliance with calendar time life limitations, the beginning of the part life
shall be the date of issuance of the original aircraft airworthiness certificate.
(b) For determining compliance with usage related life limitations, the total aircraft hours,
landings, or cycles shall be considered as appropriate.
(2) If the part is a replacement:
(a) For determining compliance with calendar-time life limitation, consider the calender time
since the logbook verified installation date plus any prior usage of the replacement part.
(b) For determining compliance with usage related life limitations, consider the airplane hours,
landing, or cycles as appropriate, accrued since the logbook verified part installation plus
any prior usage of the replacement part. Once the life of the part is determined, the part
should be controlled by one of the acceptable methods outlined in 14 CFR Part 43.
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CHAPTER
21
AIR CONDITIONING
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21-Title Page 1
21-List of Effective Pages Pages 1-2 May 1/2019
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Temporary Revision
Number
BEECHCRAFT®
MAINTENANCE MANUAL
CONTENTS
ENVIRONMENTAL SYSTEMS - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-00-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-00-00 Page 1
Bleed Air Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-00-00 Page 1
Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-00-00 Page 1
Pressurization Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-00-00 Page 1
Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-00-00 Page 2
Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-00-00 Page 2
Temperature Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-00-00 Page 6
Environmental Systems Electrical Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-00-00 Page 10
ENVIRONMENTAL BLEED AIR CONTROL - DESCRIPTION AND OPERATION . . . . . . 21-11-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-11-00 Page 1
ENVIRONMENTAL BLEED AIR CONTROL - TROUBLESHOOTING . . . . . . . . . . . . . . . . . 21-11-00 Page 101
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-11-00 Page 101
ENVIRONMENTAL BLEED AIR CONTROL - MAINTENANCE PRACTICES. . . . . . . . . . . 21-11-00 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-11-00 Page 201
PRECOOLER-THROUGH AND BYPASS VALVES - MAINTENANCE PRACTICES . . . . 21-11-01 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-11-01 Page 201
TEMPERATURE CONTROLLER - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . 21-11-02 Page 201
Temperature Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-11-02 Page 201
Sense-Line Filter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-11-02 Page 201
PRESSURE REGULATOR/SHUTOFF VALVES (E101 AND E102) - MAINTENANCE
PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-11-03 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-11-03 Page 201
OVERPRESSURE SWITCH (S303 AND S304) - MAINTENANCE PRACTICES . . . . . . . 21-11-04 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-11-04 Page 201
OVERTEMPERATURE SENSOR (E112 AND E113) - MAINTENANCE PRACTICES . . . 21-11-05 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-11-05 Page 201
ACM OVERPRESSURE SWITCH (S315) - MAINTENANCE PRACTICES . . . . . . . . . . . . 21-11-06 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-11-06 Page 201
ACM OVERTEMPERATURE SENSOR (E303) - MAINTENANCE PRACTICES . . . . . . . . 21-11-07 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-11-07 Page 201
BLEED AIR PRECOOLER - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . 21-11-08 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-11-08 Page 201
ENVIRONMENTAL AIR DISTRIBUTION - DESCRIPTION AND OPERATION . . . . . . . . . 21-20-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-20-00 Page 1
ENVIRONMENTAL AIR DISTRIBUTION - TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . 21-20-00 Page 101
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-20-00 Page 101
ENVIRONMENTAL AIR DISTRIBUTION - MAINTENANCE PRACTICES. . . . . . . . . . . . . . 21-20-00 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-20-00 Page 201
VENT BLOWERS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-20-01 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-20-01 Page 201
AIR OUTLET - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-20-02 Page 201
Air Outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-20-02 Page 201
Air Outlet Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-20-02 Page 201
BEECHCRAFT®
MAINTENANCE MANUAL
PRESSURIZATION CONTROL - DESCRIPTION AND OPERATION. . . . . . . . . . . . . . . . . . 21-30-00 Page 1

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-30-00 Page 1
PRESSURIZATION CONTROL - TROUBLESHOOTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-30-00 Page 101
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-30-00 Page 101
Pressurization Check Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-30-00 Page 101
Cabin Altitude Warning Pressure Switch System Functional Test . . . . . . . . . . . . . . . . 21-30-00 Page 114
PRESSURIZATION CONTROL - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . 21-30-00 Page 201
Pressurization System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-30-00 Page 201
Cabin Pressure Controller Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-30-00 Page 201
Pneumatic Relay Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-30-00 Page 201
Outflow Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-30-00 Page 201
OUTFLOW VALVE - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-30-01 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-30-01 Page 201
CABIN PRESSURE CONTROLLER - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . 21-30-02 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-30-02 Page 201
PNEUMATIC RELAY - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-30-03 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-30-03 Page 201
VOLUME TANK - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-30-04 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-30-04 Page 201
DUMP (E105) AND PRESET (E104) SOLENOID VALVES - MAINTENANCE
PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-30-05 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-30-05 Page 201
VACUUM REGULATOR AND ORIFICE - MAINTENANCE PRACTICES . . . . . . . . . . . . . . 21-30-06 Page 201
Vacuum Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-30-06 Page 201
Orifice Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-30-06 Page 201
CABIN ALTITUDE WARNING PRESSURE SWITCH - MAINTENANCE PRACTICES . . 21-30-07 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-30-07 Page 201
HEATING - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-40-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-40-00 Page 1
HEATING - TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-40-00 Page 101
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-40-00 Page 101
HEATING - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-40-00 Page 201
ACM Bypass Valve (E159) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-40-00 Page 201
COOLING - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-50-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-50-00 Page 1
COOLING - TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-50-00 Page 101
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-50-00 Page 101
AIR CYCLE SYSTEM - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 21-51-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-51-00 Page 1
AIR CYCLE SYSTEM - TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-51-00 Page 101
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-51-00 Page 101
AIR CYCLE SYSTEM - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-51-00 Page 201
Air Cycle Machine Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-51-00 Page 201
AIR CYCLE MACHINE - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-51-01 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-51-01 Page 201
FOG NOZZLE AND FILTER - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . 21-51-02 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-51-02 Page 201
BEECHCRAFT®
MAINTENANCE MANUAL
RECIRCULATING EJECTOR - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . 21-51-03 Page 201

Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-51-03 Page 201
VAPOR CYCLE SYSTEM - DESCRIPTION AND OPERATION. . . . . . . . . . . . . . . . . . . . . . . 21-52-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-52-00 Page 1
VAPOR CYCLE SYSTEM - TROUBLESHOOTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-52-00 Page 101
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-52-00 Page 101
VAPOR CYCLE SYSTEM - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-52-00 Page 201
Precautionary Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-52-00 Page 201
Refrigerant Leak Detection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-52-00 Page 202
Vapor Cycle System Component Repair/replacement . . . . . . . . . . . . . . . . . . . . . . . . . . 21-52-00 Page 203
Compressor Quill Shaft Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-52-00 Page 204
Evaporator Filter Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-52-00 Page 204
Cleaning the Vapor Cycle System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-52-00 Page 204
Depressurizing the Vapor Cycle System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-52-00 Page 204
Evacuating the Vapor Cycle System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-52-00 Page 205
Charging the Vapor Cycle System (UE-1 thru UE-143 Not Equipped With Kit 129-
5020). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-52-00 Page 205
Charging the Vapor Cycle System (UE-144 and After and Prior Airplanes With Kit
129-5020 Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-52-00 Page 205
Vapor Cycle System - Operational Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-52-00 Page 207
EVAPORATORS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-52-01 Page 201
Forward Evaporator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-52-01 Page 201
Aft Evaporator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-52-01 Page 201
COMPRESSOR - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-52-02 Page 201
Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-52-02 Page 201
Compressor Mount. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-52-02 Page 202
Compressor Mount Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-52-02 Page 204
Compressor Belt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-52-02 Page 204
CONDENSER AND BLOWER - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . 21-52-03 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-52-03 Page 201
Condenser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-52-03 Page 201
Blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-52-03 Page 201
RECEIVER-DRYER - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-52-04 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-52-04 Page 201
TEMPERATURE CONTROL - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . 21-60-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-60-00 Page 1
TEMPERATURE CONTROL - TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-60-00 Page 101
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-60-00 Page 101
TEMPERATURE CONTROL - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . 21-60-00 Page 201
Air Temperature Sensors (RT104) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-60-00 Page 201
Cabin Temperature Controller (E160) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-60-00 Page 201
CABIN TEMPERATURE CONTROLLER (E160) - MAINTENANCE PRACTICES . . . . . . 21-60-01 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-60-01 Page 201
Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-60-01 Page 201
AIR TEMPERATURE SENSOR (RT104) - MAINTENANCE PRACTICES. . . . . . . . . . . . . . 21-60-02 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-60-02 Page 201
BEECHCRAFT®
MAINTENANCE MANUAL
ENVIRONMENTAL SYSTEMS - GENERAL
1. General
The environmental system makes use of engine bleed air for cabin pressurization, cabin heating and the
motive force to operate the air cycle machine (ACM), the primary source of cabin cooling during flight.
A vapor cycle system, driven by the right engine is used on the ground and to augment the air cycle
machine cooling during times of greater heat loads when additional cooling during flight is required.
A system of valves, regulators and temperature and pressure sensors controls all physical aspects of
the bleed air flowing into the cabin. Two outflow valves, operated by the pressurization controller and
mounted on the aft pressure bulkhead, provide a controlled exit for the pressurization air in order to
maintain a preselected pressure differential between the cabin environment and the outside air.
Conditioned bleed air is distributed and recirculated by two distinctly different duct systems. The outlets
in the lower cabin sidewalls deliver conditioned bleed air and recirculated cabin air to the cabin while
cool air outlets in the cabin mid sidewall provide for cabin air recirculation and additional cooling by
the vapor cycle system.
Temperature regulation is provided by the cabin temperature controller mounted in the center cabin
overhead upholstery. Various modes of temperature control are provided by the controlling circuitry; the
system can be controlled manually by the flight crew or automatically by the cabin temperature controller;
the evaporator blowers can be also operated independently without temperature control.
2. Bleed Air Control

Bleed air from the P3 compressor stage of the engines provides pressurization, cabin heating and the
motive force for driving the air cycle machine.
A heat exchanger and two valves for each engine are used to precool the bleed air to 450°F before
the bleed air is ducted into the air cycle machine or bypassed into the cabin. A bleed air pressure
regulator/shutoff valve downstream of the precooler valves for each engine, provides master control of the
bleed air flow and pressure.
Protective mechanisms are provided to terminate bleed air flow in the event of failures that would allow
the bleed air temperature or pressure to increase without control. Should specific temperature and
pressure limits be exceeded, the precooler valves and the pressure regulator/shutoff valve will close on
the affected side.
Refer to 21-11-00 for an expanded discussion of the environmental bleed air system and controls.
3. Distribution
Bleed air from the engines is precooled and delivered to the cabin through outlets in the lower cabin
sidewalls for pressurization, heating and cooling from the air cycle machine (Ref. Figure 1). The vapor
cycle system recirculates and further cools the cabin air as required and distributes the air through
adjustable cool air outlets. The vapor cycle system makes use of the two evaporator blowers in order to
recirculate the cooled cabin air. Evaporator coils are mounted on the inlet side of the evaporator blowers
to facilitate the exchange of heat between the cabin air and the cooling media when the vapor cycle
system is operating. Refer to 21-20-00 for a more detailed explanation of the operation of this system.
4. Pressurization Control
Cabin pressurization is maintained at a selected level by the cabin pressure controller mounted in the
pedestal. The cabin pressure controller has settings for cabin altitude and rate-of-change. The sole
function of the cabin pressure controller is to control the outflow valves which open or close proportional to
the degree of vacuum being provided by the cabin pressure controller. The cabin pressure controller will
automatically maintain cabin pressure at some level below the maximum operating pressure differential
that exists between ambient pressure and the altitude setting on the cabin pressure controller. Should
a fault in the cabin pressure controller cause it to fail to maintain cabin pressure differential below the
maximum, the outflow valves are calibrated to open and dump the excess cabin pressure.
21-00-00 Page 1
BEECHCRAFT®
MAINTENANCE MANUAL
A vacuum is supplied to the cabin pressure controller through a normally open solenoid-type valve
(preset solenoid valve E104) to the outflow valves through a normally closed solenoid-type valve (dump
solenoid valve E105). These two valves are energized through the CABIN PRESSURE switch (S118)
on the pedestal extension. When the switch is in the DUMP mode, both solenoid valves are energized
and a vacuum is switched from the cabin pressure controller to the outflow valves, opening them and
dumping the cabin pressure to the outside. 21-30-00 contains complete information for troubleshooting
and maintenance of this system.
5. Heating
Bleed air from the engines enters the cabin distribution ducts for heating through an electrically operated
rotary valve (the ACM bypass valve).
The air cycle machine bypass valve opens when heating is required and modulates the output of the
air cycle machine. As the cabin temperature controller continues to ask for increased heating, the air
cycle machine bypass valve continues to open until it is fully open. When the cabin temperature controller
begins asking for cooling, the air cycle machine bypass valve begins closing. When the air cycle machine
bypass valve is fully closed, the entire flow of bleed air is directed through the air cycle machine.
The air cycle machine bypass valve also serves the purpose of switching the vapor cycle system
compressor in for additional cooling or out when heating is required. Refer to 21-40-00 for more
information on heating.
6. Cooling
All cabin cooling is provided by the air cycle system and, when required, by the vapor cycle system. Vapor
cycle system cooling is initiated by the cabin temperature controller (E160) calling for more cooling,
causing the ACM bypass valve to close. Switching activity of the ACM bypass valve when it closes turns
on the vapor cycle system. Refer to 21-50-00 for general information and preliminary troubleshooting
of the cooling system.
A. Air Cycle System
The air cycle machine utilizes engine bleed air to drive a compressor which compresses the bleed air
to a point where the excess heat of compression can be removed through the use of heat exchangers;
when this pressure is released as the bleed air expands, the resultant heat deficit with respect to
ambient initiates cooling. The sequence in the air cycle machine is as follows:
(1) Bleed air enters the air cycle machine through the first stage heat exchanger where excess heat
is removed.
(2) Bleed air travels through the air cycle machine compressor where it is compressed to a higher
pressure and temperature.
(3) The compressed bleed air passes through the second stage heat exchanger where the excess
heat of compression is removed.
(4) The compressed bleed air passes through the air cycle machine turbine to provide the motive
force necessary to drive the compressor and cooling air fan. As the compressed bleed air passes
through the turbine, it expands, causing an additional amount of heat to be lost which results in
the air being cooler than the cabin ambient.
Refer to 21-51-00 for detailed maintenance information concerning this system.
B. Vapor Cycle System
When heat loads are such that the air cycle system is producing maximum cooling, a signal is
transmitted to the temperature controlling circuitry which causes the refrigerant compressor clutch
to be engaged, thereby turning the compressor and initiating the cooling cycle of the vapor cycle
system.
21-00-00 Page 2
BEECHCRAFT®
MAINTENANCE MANUAL
A condensing coil and blower assembly, located in the right forward inboard wing, removes
excess heat from the high temperature, high pressure gaseous refrigerant being discharged from
the compressor, allowing the refrigerant to condense to the liquid state. The high pressure, low
temperature liquid refrigerant, passes through a metering device (thermostatic expansion valve)
into the evaporator where the pressure is relieved and the refrigerant allowed to evaporate into the
gaseous state that produces a heat deficit in the gaseous refrigerant. Cabin air is circulated over
the evaporator coil where heat is transferred from the cabin air to the gaseous refrigerant. The low
pressure, low temperature refrigerant then returns to the compressor and the entire cycle is repeated.
Once the vapor cycle system is actuated, it will remain in operation until such time as the ACM bypass
valve has opened fully, at which time a signal is transmitted to the heat side of the heat/cool command
relay (K205) and vapor cycle cooling is terminated.
Certain measures have been taken to protect the vapor cycle system from damage during normal
operation. A 40°F outside air temperature switch (S259) keeps the system from being actuated while
in low ambient temperature conditions; this switch closes at 50° ± 5°F and opens at 30° ± 5°F. High
pressure and low pressure switches turn the system off in the event operating pressures exceed the
maximum or minimum safe operating limits. 21-52-00 contains information to aid in troubleshooting
and maintaining this system in proper operating condition.
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Environmental System Schematic

Figure 1 (Sheet 1)
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Environmental System Schematic

Figure 1 (Sheet 2)
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7. Temperature Control
Temperature control is accomplished by the cabin temperature controller (E160) which makes use of
temperature-sensitive resistance devices to register cabin temperatures.
The totally solid state circuitry in the cabin temperature controller issues commands to the air cycle
machine bypass valve (E159) to control the amount of cooling provided by the air cycle machine. When the
air cycle machine is providing maximum cooling, the cool command from the cabin temperature controller
is routed through a switch in the bypass valve to the cool side of the heat-cool command relay, energizing
the compressor clutch (E16) of the vapor cycle system and initiating vapor cycle system cooling.
Heat commands, issued by the cabin temperature controller, cause the ACM bypass valve to open and
duct uncooled bleed air into the cabin. When heating is required and the ACM bypass valve opens fully,
the heat command from the cabin temperature controller is routed to the heat side of the heat-cool
command relay and the vapor cycle system is turned off.
Electrical schematics and troubleshooting tables in 21-60-00 will aid the technician in properly maintaining
this system.

The special tools and recommended materials listed in Table 1 and 2 as meeting federal, military or
supplier specifications are provided for reference only and are not specifically prescribed by Textron
Aviation Inc. Any product conforming to the specification listed may be used. The products included in
these tables have been tested and approved for aviation usage by Textron Aviation Inc., by the supplier
conform to the requirements of the specification may be used even though not included in the tables.
Only the basic number of each specification is listed. No attempt has been made to update the listing to
the latest revision. It is the responsibility of the technician or mechanic to determine the current revision

1. Multimeter. 8060A John Fluke Check electrical circuits.
Manufacturing, Everett,
WA.
2. Air pressure Obtain Locally To make pressurization
Gage 0-50 psi checks.
Accurate to 1 psi.
3. Altimeter, Test. Obtain Locally To make pressurization
checks.
4. Cabin 15-7600-1000 (60H2) TRONAIR, South To make pressurization
Pressurization 15-7602-1000 (50H2) Eber Road, Holland, checks.
Unit. Adapter K1285 OH 43528, Phone
(419)866-6301
5. Adapter Plate. TK1794-5/939 (Ref. Textron Aviation Inc. To make pressurization
Figure 2) 9709 E. Central, Wichita, checks.
KS 67201
6. Safety Net, 129-000000/939 Textron Aviation Inc. Personal protection
Fuselage. 9709 E. Central, Wichita, during pressurization test
KS 67201 of the fuselage.
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Table 1. Special Tools and Equipment (continued)

7. Safety Net, 129-000000/939-1 Textron Aviation Inc. Personal protection
Cabin Door. 9709 E. Central, Wichita, during pressurization test
8. Safety Straps, 97-000000/939-2 Textron Aviation Inc. Personal protection
Cargo Door. 9709 E. Central, Wichita, during pressurization test
9. Refrigeration CFC-SAV-R or equivalent Fisher's Inc., 126 To recycle refrigerant.
Recycling Unit. Mathewson, Wichita,
KS 67214
10. Detector, Dye TP-3886A or equivalent Tracer Products 956 To inject detector dye
Injector (R-134a Brush Hollow Road, into R134a vapor cycle
System). Westbury, NY 11590 systems.
11. Detector, Dye TP-3880 or equivalent Tracer Products 956 To inject detector dye
Injector (R-12 Brush Hollow Road, into R-12 vapor cycle
System). Westbury, NY 11590 systems.
12. Ultraviolet Lamp. TP-1200P or equivalent Tracer Products 956 Fluoresces ultraviolet
Brush Hollow Road, dye.
Westbury, NY 11590
13. Push-pull Scale. Obtain locally Checking control force.

1. Lubricant, VV-P-236A Braycote 236 Castrol Corp., 16715 Von
Petrolatum Karmon Ave., Irving, CA
92714
2. Oil, Air Cycle MIL-L-7808 Exxon 2389 Exxon Co. USA P.O.
Machine For Box 2180800 Bell Ave.
Alternate: see Houston, TX 77252
item 26
3. Air-Conditioner Suniso No. 5 Virginia Chemicals Inc.,
Oil (R-12 3340 W. Norfolk Road,
System) Portsmouth, VA 23703
Capella WF-100 Texaco Inc., 135 E. 42nd,
New York, NY 10017
4. Lubricant Molykote M-77 Dow Corning, S. Sagnaw
Road, Midland, MI 48641
5. Solvent PD680 Type II Obtain locally
6. Isopropyl Alcohol TT-I-735 Obtain locally
7. Naphtha TT-N-95 Type II Obtain locally
8. Cleaner, Racon 11 Racon Inc., 6040 S.
Air-Conditioning Ridge Road, Wichita, KS
System 67215
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Freon 11 Dupont Inc., Freon
Products Division,
Wilminton, DE 19898
Genetron 11 Allied Chemicals,
Specialty Chemicals
Division, Morristown, NJ
07960
9. Red Refrigerant Trace Highside Chemicals,
Leak Detector Inc., 10-12 Colfax Ave.,
Dye(R-12 Clifton, NJ 07013
Systems)
10. Air-Conditioning Racon 12 Racon Inc., 6040 S.
Refrigerant Ridge Road, Wichita, KS
67215
Genetron 12 Allied Chemicals,
Specialty Chemicals
Division, Morristown, NJ
07960
Freon 12 Dupont Inc., Freon
Products Division,
Wilminton, DE 19898
11. Tape Sealant, 534 Norton Performance
Closed Plastics, 1 Sealant Park,
Cell Foam Grandville, NY 12832
Polyvinylchloride
(PVC) - 0.125
thick by 1.25
wide, one
adhesive side,
grey
12. Sealer Glyptol 1201 General Electric Co.,
Insulating Materials
Dept., Campbell Road,
Schenectady, NY 12306
13. Adhesive EC847 Minnesota Mining and
Mfg Co., St. Paul, MN
55144
14. Retaining 609 Loctite Corporation, 705
Compound North Mountain Road,
Newington, CT 06111
15. 15. Safety Wire MS 20995C32 Obtain locally
16. Solvent TT-M-261 Methyl Propyl Ketone Obtain locally
17. Primer Locquic T Loctite Corporation, 705
North Mountain Road,
Newington, CT 06111
18. Loctite 620 Loctite Corporation, 705
North Mountain Road,
Newington, CT 06111
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Ground Pressurization Adapter Plates

Figure 2 (Sheet 1)
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19. Air-Conditioner RL 100S ICI Americas, Inc.
Oil (R-134a Concord Plaza 3411
System) Silverside Road,
Wilmington, De 19850
Virginia KMP, 400
Platinum Way, Dallas,
TX 75237
20. Air-Conditioning R-134A Obtain locally
Refrigerant
(Charging)
21. Flush Fluid AC Flush Castrol North America
Specialty Products
Division, 16715 Von
Karman Ave., Irvine, CA
92714-4918
22. Fluoro-Lite TP-3840 Tracer Products 956
Refrigerant Leak Brush Hollow Road,
Detector Dye Westbury, NY 11590
(R-134a System)
23. Fluoro-Lite TP-3840 Tracer Products 956
Refrigerant Leak Brush Hollow Road,
Detector Dye Westbury, NY 11590
(R-12 System)
24. Dye Cleaner/ TP-9000 Tracer Products 956
Remover Brush Hollow Road,
Westbury, NY 11590
25. Red Refrigerant Trace2 Highside Chemicals,
Leak Detector Inc., 10-12 Colfax Ave.,
Dye (R-134a Clifton, NJ 07013
System)
26. Oil, Air Cycle Exxon 2380 Exxon Co. USA P.O.
Machine Box 2180800 Bell Ave.
Houston, TX 77252
9. Environmental Systems Electrical Components

The following illustrations locate the electrical components and panels of the environmental systems used
in this airplane. Electrical components or equipment not shown here are included in the maintenance
practices illustrations. See the applicable maintenance practices procedure in this Section. The actual
location of components may vary slightly on each individual airplane because of optional equipment.
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Environmental Systems Electrical Equipment in Nacelles

Figure 3 (Sheet 1)
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Environmental Systems Electrical Equipment Under Floor Boards

Figure 4 (Sheet 1)
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Environmental Systems Electrical Equipment in Flight Compartment

Figure 5 (Sheet 1)
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ENVIRONMENTAL BLEED AIR CONTROL - DESCRIPTION AND OPERATION
1. General
Bleed air from the P3 stage of the engine is precooled to 450°F ± 25°F by the precooler heat exchanger
mounted immediately aft of the engine oil cooler. A precooler bypass (E14) and a precooler-through (E15)
valve modulate the amount of bleed air passing through the precooler. The two valves operate opposite of
each other; when the through valve is opening, the bypass valve is closing and vice versa. The bleed air
is pressure regulated to 37 ± 3 psig by the pressure regulator/shutoff valve (Ref. Figure 1).
When the bleed air control switch is turned on, all three environmental bleed air valves are energized
(precooler-through valve, precooler bypass valve and pressure regulator/shutoff valve). If bleed air
pressure is adequate, a temperature controller assumes control of the two precooler valves and
pneumatically controls the valves in varying degrees in order to maintain the specified bleed air
temperature.
A. Bleed Air Valve Switches (S1) and (S2)
There are two BLEED AIR VALVES switches, a left (S1) and a right (S2) on the R inboard subpanel
(A224). Each BLEED AIR VALVES switch controls four valves. The pneumatic system bleed air
shutoff valves, left (E177) and right (E178), are held shut by voltage when the control switch is in the
INST & ENVIR OFF position. The pressure regulator/ shutoff valves, left (E101) and right (E102),
and precooler valves, bypass (E14) and through (E15), are controlled by the bleed air control module
(A317) after being actuated by the control switches (S1 and S2). These valves are operated by bleed
air pressure after being actuated. The air cycle machine (ACM) heater (E184) is turned on by either
the left (S1) or right (S2) switch. When the BLEED AIR VALVES switches are placed in the ENVIR
OFF position, the butterfly valve in the precooler bypass valves (E14) and the corresponding bleed air
pressure regulator/shutoff valves (E101 and E102), close a switch that lights up a white annunciator
on the caution/advisory annunciator panel (E302) (Ref. Figure 1). See Detail A, Figure 5 of 21-00-00
for location of the white annunciators on the caution/advisory annunciator panel (E302).
B. Bleed Air Control Module (A317)
Relay logic is provided by the bleed air control module (A317). Inputs from the control switch,
overpressure switches and overtemperature detector will shut the valves on the selected side. When
a pressure or temperature fault is detected by the bleed air control module (A317) (Ref. Figure 1),
28 VDC is applied to the warning legend annunciator panel (E1) located in the center of the glare
shield above the instrument panel. Red annunciators on the annunciator panel (E1) light up when a
fault has been encountered. When a fault is encountered, LEDS on the pcb also light up. Red LEDS
for the right or left side mean a pressure fault and green LEDS indicate a temperature fault. (Ref.
21-00-00, Figure 5, Detail C).
C. Overpressure
Three overpressure switches monitor bleed air pressure, one for each side of the bleed air system
and a third located near the air cycle machine (ACM). The ACM pressure switch (S315) has two
sets of contacts, one for each side of the system, and closes at 40 ± 1 psi on increasing pressure to
indicate an overpressure condition. The left (S303) and right (S304) pressure switches close at 44
± 1 psi on increasing pressure to indicate an overpressure condition. An overpressure signal to the
bleed air control module (A317) will occur only when one side (S303 or S304) and the ACM pressure
switch (S315) close. When an overpressure is reported, the relay logic removes the voltage from
the precooler valves and the pressure regulator/shutoff valve on the affected side. The same signal
and relay logic will illuminate the L/R ENVIR FAIL warning annunciator lights. Anytime the pressure
regulator/shutoff valve closes, the L/R ENVIR OFF caution/advisory annunciator lights illuminates. A
surge tank between the left and right overpressure switches and the bleed air line dampens pressure
surges and provides a stable bleed air reference (Ref. Figure 1).
D. Overtemperature
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Three overtemperature sensors, left (E112), right (E113) and the ACM (E303), monitor bleed air
temperature and report it to the overtemperature detector (E243). Like the pressure switches, there is
a sensor for each side of the bleed air system and one near the air cycle machine (ACM). If bleed air
temperature exceeds 500°F± 10°F, signals from the overtemperature detector actuate the relay logic
to remove voltage from the precooler valves and the pressure regulator/shutoff valve on the affected
side. The same signal and relay logic will illuminate the L/R ENVIR FAIL warning annunciator lights.
Anytime the pressure regulator/shutoff valve closes, the L/R ENVIR OFF caution/advisory annunciator
lights illuminates (Ref. Figure 1).
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Bleed Air Control

Figure 1 (Sheet 1)
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Bleed Air Control

Figure 1 (Sheet 2)
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Bleed Air Control

Figure 1 (Sheet 3)
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Bleed Air Control

Figure 1 (Sheet 4)
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Bleed Air Control

Figure 1 (Sheet 5)
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Bleed Air Control

Figure 1 (Sheet 6)
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ENVIRONMENTAL BLEED AIR CONTROL - TROUBLESHOOTING
1. Procedures
Should an abnormal temperature be encountered, evaluation of the precooler system and controls
is indicated. Abnormal bleed air pressures will be corrected by troubleshooting of the pressure
regulator/shutoff valve and controls.
Table 101 presents a scheme of troubleshooting in a logical sequence of checks and should serve as a
guide for the technician in narrowing down faults to a small portion of the overall system.
Table 101. Troubleshooting - Bleed Air Control
Problem Probable Cause Corrective Action

1. Bleed air temperature out Faulty precooler valve(s) (E14), Replace valve(s).
of limits (Ref. Note 1). (E15) (Ref. Notes 2 and 4).
Faulty temperature controller. Replace temperature controller.
Faulty overtemperature sensor Replace overtemperature sensor.
(E112), (E113), (E303).
Faulty overtemperature detector Replace overtemperature detector
module (E243). module (E243).
2. Bleed air pressure out of Water in surge tanks. Remove water from surge tanks.
limits (Ref. Note 3).
Faulty pressure regulator/shutoff Replace pressure regulator/shutoff
valve(s). valve(s).
Faulty bleed air control module Replace bleed air control module
(A317). (A317).
Faulty overpressure switch(es) Replace overpressure switch(es)
(S303, S304 or S315). (S303, S304 or S315).
Note:
1. Perform the BLEED AIR TEMPERATURE CHECK in Maintenance Practices.
2. Perform the PRECOOLER VALVES FUNCTIONAL CHECK in Maintenance Practices.
3. Perform the BLEED AIR PRESSURE CHECK in Maintenance Practices.
4. Clean and inspect the temperature controller as instructed in the Model 1900 Airliner Series Component
Maintenance Manual.
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ENVIRONMENTAL BLEED AIR CONTROL - MAINTENANCE PRACTICES
1. Procedures
Maintenance of the environmental bleed air system will usually be limited to replacing valves and
performing certain maintenance checks. Bleed air lines should be opened only when necessary.
The precooler-bypass valves and their interconnecting network should be removed as an assembly.
Space restrictions make it extremely difficult to perform any kind of maintenance, other than functional
checks, on the valves while installed in the airplane.
A. Precooler Valves Functional Check
Air pressure, taken directly from the bleed air line, operates the precooler bypass (E14) and through
(E15) valves. Solenoids on each valve control the valve in order to maintain the on/off status of
the valves. A temperature controller modulates the air pressure, providing proportional control of
the two precooler valves. On rising bleed air temperatures, the temperature controller reduces the
temperature control line air pressure which causes the through valve to begin opening and the bypass
valve to begin closing; the inverse of this occurs on decreasing bleed air temperature.
In the de-energized state, the on/off solenoid on the through valve closes (Ref. Figure 201) and
prevents the pressure-drive-line air from escaping through the temperature controller. The bypass
valve solenoid opens when de-energized to relieve pressure on the through-valve diaphragm, allowing
the through-valve spring to open the valve.
NOTE: The precooler is removed as part of the lower cowling.
(1) Remove the forward upper and lower cowling, the oil cooler inlet duct and the lower aft cowling
(Ref. Chapter 71-10-00, NACELLE/COWLING - MAINTENANCE PROCEDURES).
(2) Set both BLEED AIR VALVES switches to INST & ENVIR OFF position (Detail A, Figure 202).
(3) Disconnect the flexible bleed air hose descending the left side of the engine from the bleed air
manifold inlet and install an AN818-16D cap on the fitting.
(4) Fabricate an orifice plate 2.09 inches in diameter with a 0.064 to 0.071 inch orifice in the center
of the plate. The orifice plate may be fabricated out of 0.032 inch thick 2024-T3 aluminum sheet.
(5) Remove the clamp from the coupling on the duct just downstream of the temperature controller,
insert the fabricated orifice plate between the flanges and install the coupling; tighten the clamp
nut only enough to prevent excessive leakage.
(6) Disconnect the instrument and deice bleed air line and cap the fitting with an AN818-12D cap.
(7) Observe the valve position indicators on the valve bodies. The bypass valve should be closed
and the through valve should be open.
(8) Connect a precooler to the manifold (either a spare or the one from the lower aft cowl).
(9) Disconnect the fuel purge system line from the manifold fitting and connect a filtered air source
regulated to 35 ± 5 psig.
(10) Check the valve position indicators; both valves should be closed.
(11) Apply 28 vdc to the airplane and open the appropriate bleed air valve switch. The bypass valve
should now be open and the through valve should remain closed (simulation of cool running
engine). If the bypass valve remains closed and the through valve open, the temperature
controller (Detail C, Figure 202) is defective and should be replaced.
(12) Loosen the temperature control line connection on the temperature controller, allowing the
pressurized air to escape. The bypass valve should now close and the through valve should
open (simulation of high temperature engine operation).
(13) Should either valve fail to operate as indicated, replace the valve or temperature controller as
indicated. Reconnect the flexible hose to the manifold inlet, tightening the nut to 35 ± 2 inch-
pounds.
(14) Remove the orifice plate from the coupling downstream of the temperature controller and install
the clamp, tightening the clamp nut to 35 ± 2 inch-pounds.
(15) Remove the cap and connect the instrument and deice bleed air line.
(16) Disconnect the air source and connect the fuel purge system line.
(17) Restore the aircraft to pretest configuration.
B. Bleed Air Temperature Check
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Bleed air temperatures are continuously monitored by the overtemperature detector (E243).
Overtemperature sensors, left(E112), right (E113) and ACM (E303), mounted in the bleed air
lines, change resistance in response to changes in bleed air temperature. Logic circuits in the
overtemperature detector make use of this information and, through this logic and relays, close the
pressure regulator/shutoff valve on the affected side.
Following is a procedure for determining if the bleed air temperature is within normal operating limits.
(1) Locate the overtemperature detector module (E243) rack under floorboard 153ATC (Ref. Details
A and C, Figure 4, 21-00-00).
(2) Remove the connector (P118) from the overtemperature detector (E243).
(3) Operate the engines at 1,540 rpm and 3,000 foot-pounds of torque.
(4) Measure the resistance between pins 2 and 3 of the connector for the left engine or between
pins 15 and 16 for the right engine with a multimeter (1, Table 1, 21-00-00).
(5) Resistance should be between 445 and 515 ohms for a normally operating system. Any readings
between 200 and 445 ohms or between 515 and 700 ohms indicates a fault in the precooler
valves or temperature controller. Any reading below 200 ohms or above 700 ohms indicates a
faulty overtemperature sensor (Ref. Figure 203).
C. Bleed Air Pressure Check
Bleed air pressures are maintained at 38 ± 2 psig by the pressure regulator/shutoff valves. Failure of
the valves to maintain proper pressure can be detected by measuring the bleed air pressures. Two
environmental bleed air test ports, located on the inboard side of the right and left wheel wells, have
been provided for this purpose.
(1) Locate the bleed air test port in the wheel well (Ref. Detail A, Figure 201, 21-11-03) and remove
the cap.
(2) Connect a 0 to 50 psi pressure gage (2, Table 1, 21-00-00) to the test port.
(3) Slowly advance the engine from idle to 1,540 rpm and 3,000 foot-pounds of torque.
(4) If the bleed air pressure increases to 37 ± 3 psig, then drops as the power is increased,
the precooler-through valve may be sticking shut. Perform the PRECOOLER VALVES
FUNCTIONAL CHECK.
(5) If the bleed air pressure increases steadily but does not stabilize at 38 ± 2 psig, the pressure
regulator/shutoff valve should be replaced or adjusted. Adjust per 21-11-03.
D. Environmental Operational Overpressure Test
(1) Place the BLEED AIR VALVES switches, left (S1) and right (S2), in the OPEN position and rotate
the cabin temperature mode switch (S6) to the P TEST position.
(2) Run the engines up to 85% N1
(3) The MASTER WARNING annunciator lights should illuminate.
(a) The L ENVIR FAIL and L ENVIR OFF and R ENVIR FAIL and R ENVIR OFF annunciator
lights should illuminate.
(b) If the left and/or right lights do not illuminate within several seconds, increase N1 to 90%.
E. Environmental Operational Overtemperature Test
(1) Rotate the cabin temperature mode switch (S6) to the T position.
(2) The ENVIR FAIL and MASTER WARNING annunciator lights should illuminate immediately.
(3) The ENVIR OFF annunciator light should illuminate.
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Bleed Air Flow Schematic

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Precooler Valves Functional Check Setup

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Bleed Air Temperature Chart

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PRECOOLER-THROUGH AND BYPASS VALVES - MAINTENANCE PRACTICES
1. Procedures
A. Removal
(1) Open L (CB82) or R (CB99) BLEED AIR CONTROL circuit breaker on right circuit breaker panel
assembly (A146) in Zone (246) (Ref. 21-00-00, Figure 5).
(2) Remove the upper forward and lower forward cowlings, the oil cooler duct assembly and lower
aft cowling assembly (Ref. Chapter 71-10-00).
(3) Disconnect the fuel and lubricant drain lines as necessary to gain access to the valves (Ref.
Figure 201).
(4) Disconnect the electrical connector from the valve.
(5) Disconnect the pressure drive line and temperature control lines.
(6) Remove the couplings from each side of the valve.
(7) Support the valve and remove four bolts and washers from the support brackets. The outboard
support bracket may be removed if necessary to aid in removing the valve.
B. Installation
(1) Position the valve between the support brackets and secure (loosely) with four bolts and washers
(Ref. Figure 201).
(2) Install couplings over the flanges of the duct and valve. Tighten the clamping nuts to 35 ± 2
inch-pounds. Do not install the insulation over clamps.
(3) Tighten the valve attachment bolts.
(4) Connect the pressure drive line and temperature control lines.
(5) Connect the electrical connector.
(6) Connect any fuel and lubricant drain lines that were disconnected.
(7) Install the cowling (Ref. Chapter 71-10-00).
(8) Close any circuit breakers that were opened.
C. Bypass Valve Switch Cam Adjustment
NOTE: Some Bypass Valve Switch Cams are pinned to the shaft and are not adjustable (Ref.
Figure 202, Detail C). Use a mirror to see if there is a roll pin securing the cam to the
shaft. If the switch is out of adjustment and the cam is not removable from the shaft,
replace the Bypass Valve Switch.
(1) Loosen adjustment screw (Ref. Figure 202, Detail B).

(2) Remove the cam from the shaft.
(3) Clean the shaft, cam, and adjustment screw with solvent (16, Table 2, 21-00-00).
(4) Apply primer (17, Table 2, 21-00-00) and Loctite (18, Table 2, 21-00-00) to the shaft and
adjustment screw.
(5) Install the cam on the shaft and align with the roller.
(6) Rotate the cam on the shaft so that the left alignment mark on the cam face is from 0.03 to 0.04
inch left of the center of the roller.
(7) Tighten adjustment screw.
(8) Apply airplane power and verify the ENVIR OFF annunciator is illuminated.
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Precooler-Through and Bypass Valves

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Precooler Bypass Valve Adjustment

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TEMPERATURE CONTROLLER - MAINTENANCE PRACTICES
1. Temperature Controller
A. Removal
(1) Remove the forward upper and lower cowlings, the oil cooler inlet duct and the aft lower cowling
(Ref. Chapter 71-10-00, COWLING REMOVAL).
(2) Disconnect the temperature control line from the temperature controller (Ref. 21-11-01, Figure
201).
(3) Remove three screws securing the temperature controller to the manifold. Lift the temperature
controller out of the manifold port.
B. Installation
(1) Place the temperature controller in the port being careful not to damage the packing (Ref. 21-
11-01, Figure 201).
(2) Secure the temperature controller with three screws.
(3) Connect the temperature control line.
(4) Install the cowling (Ref. Chapter 71-10-00, COWLING INSTALLATION).
2. Sense-Line Filter
A. Removal and Cleaning
Two filters are located in the temperature control sense lines connecting the temperature controllers
to the precooler- through valves in each nacelle. The filters are removed and cleaned at the interval
specified in Chapter 5-20-00. Use the ultra-sonic method for cleaning.
(1) Remove the forward upper and lower cowlings, the oil cooler inlet duct and the aft lower cowling
(Ref. Chapter 71-10-00, COWLING REMOVAL).
(2) Disconnect the temperature control sense line from the temperature controller and the tee on
the forward side of the precooler-through valve (Ref. 21-11-01, Figure 201).
(3) Remove the filter from each end of the temperature control line.
B. Installation
(1) Install a filter in each end of the temperature control sense line. The filter marked with a "5"
is installed in the end of the line that is next to the controller. The filter marked with a "10" is
installed in the opposite end of the line (Ref. 21-11-01, Figure 201).
NOTE: The temperature control sense line tube routing is different between the left and
right engine cowlings (Refer to the 1900D Illustrated Parts Catalog, 36-10-00-04,
Figure 04 sheets 1 and 2).
(2) Install the temperature control sense line between the temperature controller and the tee on the
forward side of the precooler- through valve.
(3) Install the cowling (Ref. Chapter 71-10-00, COWLING INSTALLATION).
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PRESSURE REGULATOR/SHUTOFF VALVES (E101 AND E102) - MAINTENANCE PRACTICES
1. Procedures
A. Removal
Removal of the right valve requires removing the leading edge only. Removal of the left valve requires
removing the leading edge first, then the large upper panel (Ref. Figure 201).
(1) Place the BLEED AIR VALVES switches in ENVIR OFF position.
(2) Remove the panels as required to gain access to the valve.
(3) Disconnect the electrical connector.
(4) Pull the insulation back from the P3 air duct and remove the two couplings holding the valve in
the duct.
(5) Remove the valve from the ducting.
B. Installation
(1) Place the valve in the P3 bleed air duct and install the couplings. Tighten the coupling bolt to 35
± 2 inch-pounds (Ref. Figure 201).
(2) Mold the insulation over the duct and couplings. Do not cover the valve with the insulation.
(4) Replace all panels.
C. Adjustment
If the bleed air pressure is not between 36 and 40 psig, the pressure regulator/shutoff valve must be
adjusted as follows (Ref. Figure 202):
WARNING: Do not adjust the pressure regulator/shutoff valve while the engine
is running.
(1) Install a pressure gage and measure bleed air pressure in accordance with the BLEED AIR
PRESSURE CHECK procedure (Ref. 21-11-00).
(2) When the right valve needs to be adjusted, remove the right inboard leading edge wing panel.
(3) When the left valve needs to be adjusted, remove the left upper inboard wing panel.
(4) Locate the pressure regulator/shutoff valve and remove the safety wire from the jam nut on the
bellows housing.
NOTE: Do not loosen the smaller jam nut located on the opposite end of the pressure
regulator/shutoff valve. If the smaller jam nut is moved, the valve can not be
adjusted properly.
(5) While supporting the pilot regulator, loosen the large jam nut on the bellows housing.
(6) The bellows housing is rotated to adjust the pressure. One-eighth turn (45°) of the bellows
housing changes the regulated pressure approximately 4 to 5 psi. Do not make any adjustment
of more than one-quarter turn (90°) at a time.
(a) To decrease the pressure, rotate the bellows housing clockwise (screw in).
(b) To increase the pressure, rotate the bellows housing counterclockwise (screw out).
(7) Tighten the jam nut while supporting the bellows housing to prevent the adjustment from being
altered.
CAUTION: The right inboard leading edge wing panel must be in place when
the right engine is run. The left engine may be run without replacing
the left upper inboard wing panel.
(8) Operate the engine at 1540 rpm and 3000 foot-pounds of torque. If the bleed air pressure is not
between 36 and 40 psig, shut down the engine and make additional adjustments to the valve.
(9) If the valve does not respond to this adjustment procedure, it must be replaced.
(10) Install safety wire (15, Table 2, 21-00-00) through the jam nuts at each end of the pilot regulator.
(11) Replace any wing panels that were removed. Check that the leading edge deicer boot plumbing
is properly connected.
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(12) Remove the pressure test gage and replace the test port cap.
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Pressure Regulator/Shutoff Valves (E101 and E102) Installation

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Pressure Regulator/Shutoff Valves (E101 and E102) Installation

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Pressure Regulator/Shutoff Valves (E101 and E102) Adjustment

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OVERPRESSURE SWITCH (S303 AND S304) - MAINTENANCE PRACTICES
1. Procedures
A. Removal
The right and left overpressure switches are located in the wings adjacent to the respective pressure
regulator/shutoff valves. Removal of the right overpressure switch requires removing the leading
edge. Removal of the left overpressure switch requires removing the leading edge and the large
upper panel aft of the leading edge.
(1) Pull the L (CB82) or R (CB99) BLEED AIR CONTROL circuit breaker on the R inboard subpanel
(A224).
(2) Remove panels as required to gain access to the overpressure switch.
(3) Disconnect the self-locking electrical connector located in the wire bundle. Remove safety wire
from the pressure switch.
(4) For the left pressure switch (S303, Detail A, Figure 201, 21-11-03), remove the clamp, then hold
the tee fitting with a backup wrench and unscrew the switch.
(5) For the right pressure switch (S304, Detail B, Figure 201, 21-11-03), disconnect the overpressure
switch tube from the surge tank and the bleed air test valve (E306). Remove a screw from the
clamp and remove entire assembly from the wing.
(6) Unscrew the switch from the tee fitting. Discard packing and save clamp, washers and screw
for installation.
B. Installation
(1) Install a new packing on the pressure switch.
(2) For the left overpressure switch (S303, Detail A, Figure 201, 21-11-03) screw the switch into the
tee fitting. Install a clamp over the switch and attach to the leading edge rib with a nut, washers,
spacer and a screw. See Detail C, Figure 201, 21-11-03.
(3) For the right overpressure switch (S304, Detail B, Figure 201, 21-11-03, screw the switch into
the tee fitting. Position the assembly and attach the tubing to the surge tank and the bleed air
test valve. Install a clamp over the switch and attach to the subspar with a washer between the
clamp and the subspar and a washer under the screw head.
(5) Install safety wire on the overpressure switch.
(6) Replace all panels.
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OVERTEMPERATURE SENSOR (E112 AND E113) - MAINTENANCE PRACTICES
1. Procedures
A. Removal
The right and left overtemperature sensors are located in the center wings adjacent to the respective
pressure regulator/shutoff valves. Removal of the right overtemperature sensor (E113) requires
removing the leading edge only. Removal of the left overtemperature sensor (E112) requires
removing the leading edge and the large lower panel aft of the leading edge (Ref. Figure 201,
21-11-03).
(1) Pull the CABIN TEMP CONTROL (CB83) circuit breaker on the R circuit breaker panel (A146).
(2) Remove panels as required to gain access to the overtemperature sensor.
(4) Remove the four screws securing the sensor in the P3 bleed air duct.
(5) Remove the sensor and gasket and retain the gasket.
B. Installation
(1) Place the gasket on the sensor boss on the P3 bleed air duct (Ref. Figure 201, 21-11-03).
(2) Place the sensor on the boss on the P3 bleed air duct and secure with four screws.
(3) Connect and safety the electrical connector.
(4) Install all panels.
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ACM OVERPRESSURE SWITCH (S315) - MAINTENANCE PRACTICES
1. Procedures
A. Removal
The ACM overpressure switch is located in the ACM P3 bleed air duct. Removal of the switch requires
removing the center wing upper access panel 511CT (Ref. Figure 3, Chapter 06-50-00).
(1) Pull the L (CB82) and R (CB99) BLEED AIR CONTROL circuit breakers on the R inboard
subpanel (A224).
(2) Remove access panel 511CT from the upper surface of the left center wing to gain access to
the overpressure switch (Ref. Figure 201).
(3) Disconnect the self-locking electrical connector located in the wire bundle.
(4) Remove the screw securing the switch clamp to the wing rib.
(5) Remove and retain the clamp from the overpressure switch.
(6) Hold the tee fitting with a backup wrench and unscrew the overpressure switch.
(7) Remove and discard the packing.
B. Installation
(1) Install a new packing on the overpressure switch (Ref. Figure 201).
(2) Screw the overpressure switch into the tee fitting.
(3) Install a clamp over the overpressure switch and fasten it and the fog nozzle hose clamp to the
wing rib with a screw.
(5) Install the access panel.
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ACM Overpressure Switch and Overtemperature Sensor

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ACM OVERTEMPERATURE SENSOR (E303) - MAINTENANCE PRACTICES
1. Procedures
A. Removal
The ACM overtemperature sensor is located in the ACM P3 bleed air duct beneath the ACM
overpressure switch. Removal of the sensor requires removing the center wing upper access panel
511CT (Ref. Figure 4, Chapter 06-50-00).
(1) Pull the CABIN TEMP CONTROL (CB83) circuit breaker on the R circuit breaker panel (A146).
(2) Remove access panel 511CT from the upper surface of the left center wing to gain access to
the overpressure switch. It may be necessary to remove the ACM overpressure switch and/or
tube to gain adequate access to the ACM overtemperature sensor (Ref. Figure 201, 21-11-06).
(4) Remove the four screws securing the sensor in the ACM P3 bleed air duct.
(5) Remove the sensor and gasket and retain the gasket.
B. Installation
(1) Place the gasket on the boss on the ACM P3 bleed air duct (Ref. Figure 201, 21-11-06).
(2) Place the sensor on top of the gasket and secure it with four screws.
(4) Replace the overpressure switch or tube if removed and the wing access panel.
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BLEED AIR PRECOOLER - MAINTENANCE PRACTICES
1. Procedures
A. Removal
The bleed air precooler is located behind the engine oil system oil cooler and is attached to it. The oil
cooler and bleed air precooler must be removed as a unit (Ref. Figure 201).
(1) Remove oil cooler inlet duct. The inlet duct is secured with 54 screws.
(2) Drain the oil cooler and disconnect the inlet and outlet oil lines (Ref. Chapter 79-20-01).
(3) Remove clamp from inlet and outlet duct of precooler (Ref. Figure 201).
(4) Remove two bolts each from each side of the oil cooler and precooler that attach to the aft lower
cowling structure. Lower the precooler and oil cooler as a unit from the cowling structure.
(5) Remove the bolts along the top and bottom of the oil cooler that attach it to the precooler.
Separate the precooler from the oil cooler.
B. Installation
(1) Attach the bleed air precooler to the rear side of the oil cooler (Ref. Figure 201).
(2) Raise the precooler and oil cooler unit into position in the cowling structure and secure with four
bolts and washers on each side.
(3) Install clamps at inlet and outlet ducts of the precooler. Tighten clamp bolt to 35 ± 2 inch-pounds.
(4) Connect oil cooler hoses (Ref. Chapter 79-20-01). Service oil system as necessary (Ref.
Chapter 12-10-00).
(5) Install oil cooler inlet duct and secure with 54 screws (Ref. Figure 201).
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Bleed Air Precooler Installation

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ENVIRONMENTAL AIR DISTRIBUTION - DESCRIPTION AND OPERATION
1. General
Air produced to cool and heat the airplane cabin is distributed through insulated ducting to outlets in
the sidewall above the floor and outlets in the sidewall arm rests. The flight compartment receives
conditioned air through outlets in the floor, ceiling and from under the instrument panel. Distribution
ducting for the air cycle system is independent of the ducting for the vapor cycle cooling system. Refer
to Chapter 21-11-00 for engine bleed air control.
A. Vapor Cycle Air Distribution
Cool air produced by the vapor cycle cooling system is distributed by the vent blowers through
insulated ducts to the passenger compartment and the flight compartment. The cool air outlets
can be adjusted to control the direction and amount of airflow and are located in the passenger
compartment armrests and in the flight compartment overhead panel. The cool air outlets are
operated by rotating the nozzle to turn on or off and adjust the airflow. The outlet ball permits moving
the nozzle to direct the flow of air (Ref. Figure 1).
The vent blowers for the vapor cycle cooling system are located immediately forward of each
evaporator and will operate in high speed or low speed when the cabin temperature mode switch
(S6) is set to each position (Ref. Figure 2). When the blower control switch (S4) is set to AUTO,
the vent blowers, forward (B106) and aft (B112), will operate in the LO speed when the cabin
temperature mode switch (S6) is set to each position except OFF. When the blower control switch
is set to HI or LO (airplane serials UE-1 thru UE-6) or HI or OFF (airplane serials UE-1 thru UE-6
with Kit No. 129-5000 installed and UE-7 and After), the blowers will operate in the selected speed
regardless of the position of the cabin temperature mode switch. The low speed relays, forward
(K141) and aft (K143), are energized through the VENT BLOWER CONTROL circuit breaker (CB7),
the cabin temperature mode switch, and the blower control switch. The circuit breaker is located
on the underfloor circuit breaker panel (A187) (Ref. Detail B, Figure 4, 21-00-00). When the cabin
temperature mode switch is set to OFF, the low speed relays are energized through the blower
control switch when in the LO position on airplane serials UE-1 thru UE-6 and when in the OFF
position on UE-7 and After and on UE-1 thru UE-6 with Kit No. 129-5000 installed. The low speed
relays can be energized through the cabin temperature mode switch when the blower control switch
is set to AUTO. When the vent blower control switch is set to LO or AUTO, only the low speed relays
are energized and power is supplied through the 30-ampere limiters to each vent blower at the LO
terminal on UE-1 through UE-6 or at the OFF terminal on UE-7 and After and on UE-1 thru UE-6 with
Kit No.129-5000 installed. A thermal protection device in the low speed circuit (LO terminal) of the
ventilation blower (modified by Vendor Part Kit No. 630-203-1 or Vendor Part Kit No. BC80A-901-3)
provides thermal protection to the vent blower assembly. The thermal protection device will interrupt
power to the low speed circuit resistor at a specified temperature setting. This protects the vent
blower from overheating due to shorted brush lead-wires or deteriorated armature bearings which
can cause smoke or fumes to enter into the vent system. The vent blower control switch is located on
the copilot's inboard subpanel. The relays are located adjacent to the blowers (Ref. Figure 2). The
high speed relays are energized through the blower control switch when it is set to the HI position.
When the high speed relays are energized, power is supplied through the closed contacts of the high
speed relays and the low speed relays to the HI wire of each vent blower.
B. Air Cycle System Distribution
Conditioned bleed air, produced by the air cycle machine cooling system, is distributed through
insulated ducting to floor outlets in the passenger compartment and the flight compartment. The floor
outlets in the passenger compartment are in the sidewall just above the floor and have a protective
covering. The flight compartment floor outlets are under the pilot's seats and directs the conditioned
air forward. A flapper valve is installed in the ducting at the junction of the ejector tube and the main
distribution duct at approximately FS 270. The flapper valve is controlled by a push-pull cable located
on the copilot's inboard subpanel. The control cable can be pulled to divert most of the conditioned
bleed air forward to the flight compartment (Ref. Figure 1).
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Ambient air can be supplied to the cabin through the air cycle system ducting when the airplane is
depressurized. A manually controlled valve located in the nose ram air duct can be opened to allow
air to enter the airplane through the ram air door solenoid valve and the manual valve when the cabin
pressure control switch is set to DUMP. The control for the manual shutoff valve is a push-pull cable
mounted under the copilot's inboard subpanel.
C. Defrost and Flight Compartment Heat
Conditioned bleed air, produced in the air cycle machine, is distributed through insulated ducting to
outlets located forward of the instrument panel for heating and windshield defrost. Push-pull cables
allow the pilot and copilot to control butterfly valves that control the amount of conditioned bleed air
flow from the outlets. The pilot's control is located on the pilot's outboard subpanel and the copilot's
control is located on the copilot's outboard subpanel.
Conditioned bleed air for windshield defrost is controlled by a push-pull cable control located on the
pilot's inboard subpanel. The control cable is pulled to allow conditioned bleed air flow through a
butterfly valve to the windshield.
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Environmental Systems Air Distribution

Figure 1 (Sheet 1)
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Vent Blower Electrical Schematic

Figure 2 (Sheet 1)
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ENVIRONMENTAL AIR DISTRIBUTION - TROUBLESHOOTING
1. Procedures
Improper rigging of the flapper valve in the conditioned bleed air ducting may cause improper operation of
the air cycle system. Refer to the procedure listed under MAINTENANCE PRACTICES of this section
to rig the flapper valve.
Table 101. Troubleshooting - Vent Blower Control

1. Blower inoperative.
Circuit breaker open. Close circuit breaker.
(Ref. Figure 2, 21-20-00)
--- No power through cabin

Replace switch.
temperature control switch (S6).
--- No power through 30A limiter. Correct lack of continuity in wiring.
--- Blower ground connection faulty. Correct ground connection.
--- Faulty low speed relay. Replace relay.
2. Blower will not operate in
Blower switch S4 is faulty. Replace S4 switch.
High Speed.
--- Faulty high speed relay. Replace relay.
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ENVIRONMENTAL AIR DISTRIBUTION - MAINTENANCE PRACTICES
1. Procedures
A. Conditioned Bleed Air Flapper Valve Rigging
When the flapper valve in the main ducting is closed to decrease the airflow to the aft outlets, the
valve should not shutoff the flow of air to the aft outlets completely. If the flapper valve or control cable
is removed or adjusted, the flapper assembly should be rigged to close with approximately 0.3 inch
clearance of the main duct when the control cable on the copilot's inboard subpanel is pulled to its
stop (Ref. Figure 201).
B. Nose Ram Air Flapper Valve Rigging
The valve installed in the nose ram air inlet duct closes the inlet completely. The valve should be
rigged completely closed when the VENT manual control is pushed in to its stop.
C. Heat And Defrost Valve Butterfly Rigging
The butterfly valves in the pilot's heat outlet, the copilot's heat outlet, and the defrost duct, shut off the
flow of air to the outlets. Each valve should be rigged completely closed when the applicable cable
is pushed in to its stop (Ref. Figure 202).
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Conditioned Bleed Air Flapper Valve Rigging

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Heat and Defrost Valve Butterfly Rigging

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VENT BLOWERS - MAINTENANCE PRACTICES
1. Procedures
A. Removal
(1) Remove floorboard No. 133ATC (Ref. Detail B, Figure 3, 21-00-00) and pull the VENT BLOWER
CONTROL (CB7) circuit breaker on the underfloor circuit breaker panel (A187) (Ref. Detail B,
Figure 4, 21-00-00).
(2) Remove the center aisle carpet and floorboards No. 153ATC (forward) or 173BTC (aft) (Ref.
Figure 2, Chapter 06-50-00) covering the vent blowers.
(3) Disconnect the electrical leads from the terminals on the blower (Ref. Figure 201).
(4) Remove 12 screws and washers attaching the blower to the distribution duct.
(5) Remove two bolts and washers attaching the clamp that secures the blower to the mounting
bracket.
(6) Loosen the nut on the clamp bolt securing the blower to the evaporator and move the blower
forward to disengage it from the evaporator.
B. Installation
(1) Insert the blower inlet into the evaporator and install a gasket between the blower and the
distribution duct (Ref. Figure 201).
(2) Install the 12 screws and washers attaching the distribution duct to the blower outlet.
(3) Install the clamp over the blower motor and attach it to the mounting bracket with two bolts and
washers.
(4) Tighten the nut on the clamp bolt 20 to 25 inch-pounds to secure the blower to the evaporator.
(5) Connect the electrical leads to the blower terminals.
(6) Reset VENT BLOWER CONTROL circuit breaker CB7 and install the carpet and floorboards in
the center aisle.
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Vent Blower Installation

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AIR OUTLET - MAINTENANCE PRACTICES
1. Air Outlet
The same cool air outlets are used for both the passenger and crew. The air outlet is screwed into a
securing ring that is bonded to the plenum.
A. Removal
(1) Fabricate a tool from a piece of pipe per Figure 201 to remove and install the outlets.
(2) Using the tool fabricated per Figure 201, remove the air outlet by inserting the pins of the tool
into the two holes in the air outlet and unscrewing it counterclockwise.
B. Installation
(1) Lubricate the threads on the side of the air outlet with petrolatum (1, Table 2, 21-00-00).
NOTE: If the air outlet is installed cross threaded, the resultant damage may require outlet
replacement.
(2) Using the tool fabricated per Figure 201, install the air outlet by inserting the pins of the tool into
the two holes of the air outlet and screwing it in clockwise.
2. Air Outlet Actuator

A. Removal
(1) Perform the AIR OUTLET REMOVAL procedure in this section.
(2) Remove and retain the spring washer at the back of the air outlet to release the actuator.
(3) Note the position of the actuator and remove it.
B. Installation
(1) Install the actuator with the lever protruding out of the back of the air outlet.
(2) Secure the actuator in place with a spring washer.
(3) Perform the AIR OUTLET INSTALLATION procedure in this section.
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Air Outlet Installation Tube

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PRESSURIZATION CONTROL - DESCRIPTION AND OPERATION
1. General
A. Pressurization of the airplane cabin is controlled by the cabin pressurization controller, a pneumatic
relay, two solenoid valves, and two outflow valves. The cabin pressure controller, pneumatic relay,
preset (E104) and dump (E103) solenoid valves, and one orifice are installed within the pedestal
extension in the flight compartment. The cabin pressure control switch (S118) is mounted on the top
of the extension. The switch panel includes the controls for the cabin pressure controller. The cabin
rate-of-climb indicator and the cabin differential pressure indicator are mounted above the pedestal
under the annunciator panel. The volume tank is mounted on the forward inboard side of the pedestal.
The vacuum regulator and one orifice are installed on the aft side of the forward pressure bulkhead.
Orifices installed in the vacuum lines, in the cabin pressure controller and in the pneumatic relay help
limit the rate of change in cabin pressurization. Filters are installed in the cabin air ports on the cabin
pressure controller and the pneumatic relay. Outflow valves sense atmospheric pressure through
plumbing that connects the valves to static air pressure ports located on the left and right sides of
the fuselage aft of the cargo door. These static ports are separate from the static ports connected to
the instruments mentioned in Chapter 34-11-00. The outflow valves are installed on dump vent ducts
located on the aft pressure bulkhead. A low point drain valve is located at FS 163 on the right side
under the cabin floor panel 132AT (Ref. Chapter 06-50-00). The drain is used to relieve any water
that may collect in the control line between the dump valve solenoid and the outflow valves.
B. Vacuum for the pressure controller is controlled by a vacuum regulator located immediately aft of the
forward pressure bulkhead. This regulator is used only in the pressurization system and maintains
the vacuum between 3.75 and 4.75 inches Hg. The regulator is connected to the vacuum manifold.
For further information on the vacuum system (Ref. Chapter 37-00-00).
C. The inflow of air for cabin pressurization is environmental bleed air from the left and right engines.
The inflow pressure is controlled by bleed air regulator/shutoff valves installed in the bleed air lines
connected to each engine compressor. For information on the valves and the control of bleed air from
each engine (Ref. 21-11-00).
D. When the cabin pressure control switch (S118) is set to PRESS (pressurize) prior to takeoff, the
energized preset solenoid (E104) shuts off the regulating vacuum to the cabin pressure controller
(Ref. Figures 1 and 2). The energized pressure dump solenoid (E103) opens, making vacuum control
available to the outflow valves. The vacuum control is amplified by the pneumatic relay and allows
the diaphragm in the outflow valves to open so the cabin pressure altitude and the rate of change of
cabin pressure can be set on the cabin pressure controller.
E. In flight (when the squat switch is opened), the preset solenoid (normally open) is de-energized and
allows vacuum to be applied to the cabin pressure controller. The dump solenoid valve (normally
closed) de-energizes and shuts off direct vacuum to the outflow valves. The cabin pressure controller
then controls the outflow valves through the pneumatic relay. The pneumatic relay amplifies the
vacuum control from the cabin pressure controller to allow the outflow valves to be controlled in
tandem. The function of each valve is identical. Each outflow valve contains a relief valve that relieves
cabin pressure according to the rate-of-change and altitude set on the cabin pressure controller unless
the valve relieves pressure when the cabin-to-atmosphere pressure differential exceeds a maximum
of 5.0 ± 0.1 psig. The volume tank provides a vacuum memory to allow the cabin pressure controller an
accurate rate-of-change control. If atmospheric pressure exceeds cabin pressure, a negative pressure
relief diaphragm in each outflow valve opens the valves to allow atmospheric pressure to relieve cabin
negative pressure. The CABIN PRESSURE SWITCH can be set to TEST position to deenergize the
preset and dump solenoids and allow the pressure control system to function as though the airplane
were in flight.
F. Ambient air can enter the cabin when the cabin pressure differential is minimal and the ram air door
solenoid latch is opened (de-energized) by setting the cabin pressure control switch to DUMP. If the
VENT manual control is pulled to open the butterfly in the ram air inlet, ambient air is allowed to flow
into the ram air inlet, through the solenoid controlled door on the forward pressure bulkhead, and into
the conditioned bleed air duct in the flight compartment. When the cabin pressure control switch is
set to the PRESS position, the ram air door solenoid latch is energized to the closed position and
magnetically holds the ram air door closed.
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G. When the airplane lands (the left squat switch is in the down position), the preset solenoid and the
dump solenoid are energized and the cabin is allowed to depressurize through the opened outflow
valves.
H. Cabin pressure altitude and the cabin-to-atmosphere pressure differential are indicated on the
differential pressure indicator located above the control pedestal under the annunciator panel.
The differential pressure indicator is vented to the static ports and to cabin pressure. The cabin
rate-of-climb indicator is located on the left side of the differential pressure indicator. The pressure
differential is expressed in psig and the pressure altitude is expressed in thousands of feet. The
cabin rate-of-climb indicator allows monitoring of the rate of change of cabin pressurization. Cabin
pressure altitude and the rate of change of cabin pressure altitude can be controlled by using the
appropriate adjustment knob located on the cabin pressure controller. However, the differential
pressure indicator and the cabin rate-of-climb indicator are not directly connected to the cabin
pressure controller. Turning the rate-of-change selector clockwise will increase the rate of change of
cabin pressurization and turning the selector counterclockwise will decrease the rate of change.
I. The cabin differential pressure switch (S122) is located forward and below the differential pressure
indicator (under the instrument panel). The cabin deferential pressure switch is vented to the static
ports and to cabin pressure. The cabin differential pressure warning circuit is separate from the
pressurization control circuit. The cabin differential pressure switch closes at an increasing cabin
pressure of 5.25 ± 0.15 psig and opens on a decreasing pressure of 4.4 psid. When the cabin
differential switch closes, it lights up the red CAB DIFF HI annunciator light located on the warning
annunciator panel in the center of the glareshield. Refer to Figure 3 for wiring circuit. Refer to Ref.
Figure 5 in 21-00-00, for location of the switch.
J. If cabin pressure altitude exceeds 10,000 +0 -500 feet, the cabin altitude warning pressure switch
(S117) closes, and the warning annunciator light labeled CABIN ALT HI will illuminate. The cabin
altitude warning circuit is separate from the pressurization control circuit. The pressure switch in the
altitude warning circuit is installed on the fuselage electrical equipment panel located beneath cabin
floorboard 143ATC in line with the front row of passenger seats. Refer to Figure 3 for wiring circuit.
Refer to Ref. Figure 4 in 21-00-00, for location of the switch.
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Pressurization Control Schematic

Figure 1 (Sheet 1)
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Pressurization Control Electrical Schematic

Figure 2 (Sheet 1)
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Pressurization Control Warning Circuits Schematic

Figure 3 (Sheet 1)
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PRESSURIZATION CONTROL - TROUBLESHOOTING
1. Procedures
This troubleshooting section contains a simple AIRBORNE FUNCTIONAL TEST to determine that the
cabin is pressurizing properly and the AIRBORNE SYSTEM CHECK to check that the entire system is
functioning properly during flight. In addition, there are two methods to check the CABIN LEAK RATE.
The FLIGHTLINE GROUND TEST is a simplified version which requires running an engine and using the
airplane's pressurization controls. The HANGAR GROUND TEST does not require starting the engines,
uses test equipment to monitor cabin pressure, and includes three configurations for attaching test
equipment for pressurizing the cabin.
A. Airborne Functional Test
(1) Prior to flight, start at least one engine and set N1 to 85%. Set the applicable LEFT or
RIGHT BLEED AIR VALVES switch to OPEN. Set the cabin pressure controller at an altitude
approximately 1000 feet below field pressure altitude or to sea level on the dial, whichever is
the higher altitude, and hold the CABIN PRESSURE switch in the TEST position for at least
45 seconds. The cabin rate-of-climb indicator and the cabin pressure altitude should show
a decrease. If the cabin pressure controller is set above field pressure altitude, the cabin
rate-of-climb indicator will drop, then stabilize at zero when the CABIN PRESSURE switch is
held in the TEST position. Pressurization will not occur unless the cabin pressure controller is
set below field pressure altitude.
(2) After performing the procedures outlined in Step (1), operate the system with the CABIN
PRESSURE switch in the PRESS position. Prior to takeoff, set the desired cabin pressure
altitude and the rate-of-climb on the cabin pressure controller.
As the airplane leaves the ground, the cabin will pressurize at the rate set on the cabin rate-of-
climb selector until the preset cabin altitude is reached, or until the maximum pressure differential
is reached. The cabin will then maintain pressurization according to the maximum differential
pressure of the outflow valves (5.0 ±0.1 psig). The maximum differential pressure for each valve
is identical. Cabin altitude will continue to climb at a slower rate than the airplane until cruise
altitude is reached. Cabin pressure will then stabilize.
B. Airborne System Checks
Troubleshooting of the pressurization system is best carried out in two phases: data collection and
data analysis. Data is collected as a result of a series of operational checks performed and recorded
on the PRESSURIZATION CHECKS WORKSHEETS. The data is then applied to troubleshooting
Table 102 where certain fault possibilities and appropriate corrective actions are suggested.
The pressurization checks are performed in four stages: prestart, preflight, climb and cruise.
Occasionally, at certain points during the checks, the procedure suggests terminating the entire
check procedure until the currently revealed fault is corrected. Beyond these points, any further data
collection would most likely yield unreliable results.
It is suggested that no attempt to analyze data be made during the data collection phase of the
troubleshooting. It is also suggested that, when performing the pressurization checks and analyzing
the data, the technician not deviate from the logical progression that has been established by these
procedures.
The PRESSURIZATION CHECKS WORKSHEET may be copied by maintenance personnel; such
copying will not constitute a violation of Textron Aviation Inc. copyrights.
2. Pressurization Check Procedures

A. Equipment Required
Test Altimeter (Certified Accurate) (3, Table 1, 21-00-00).Pressurization Checks Worksheet.
B. Prestart Procedure
(1) Remove the upper aft upholstery panel covering the outflow valves. Check all components and
lines for security of attachment.
(2) Notice the positions of the outflow valves: both valves should be closed. Replace any valve that
is not closed.
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C. Preflight Procedure
(1) Start the engines according to the procedure outlined in the pilot's operating handbook.
(2) Place the LEFT (S1) and RIGHT (S2) BLEED AIR VALVES switches to the OPEN position and
time the outflow valves opening cycles: it may take up to 30 seconds for the valves to open fully.
Replace any valve that does not open.
(3) Place the LEFT (S1) and RIGHT (S2) BLEED AIR VALVES switches to the OFF position and time
the closing of the valves: closing time for these valves should be between 15 and 30 seconds.
Replace either valve for excessive closing time.
NOTE: An outflow valve which operates too quickly or too slowly may cause "bumps" when
in transit between pressurized and non pressurized operation.
(4) Set the copilot's altimeter and the test altimeter to 29.92 in. Hg. and record the field pressure
altitude (FPA) from the copilot's altimeter and the cabin pressure altitude (CPA) from the test
altimeter. If a discrepancy exists between the two altimeter readings, set the copilot's altimeter
to the same altitude setting as the test altimeter.
(5) Place the LEFT (S1) and RIGHT (S2) BLEED AIR VALVES switches to the OPEN position and
increase engine rpm to high idle.
(6) Set the cabin pressure controller cabin altitude dial to 1000 feet below FPA or to the lowest
reading on the dial, whichever is the higher altitude.
NOTE: When the FPA is below sea level at low elevation airports during high barometric
pressure days, this check can not be performed and should be no cause to
condemn any component in the pressurization system.
(7) While monitoring the outflow valves, hold the CABIN PRESSURE control switch in the TEST
position.
(8) The cabin rate-of-climb indicator should indicate a descent within 45 seconds. If the cabin will
not pressurize at this point, discontinue these checks; the cabin leak rate is too great or the cabin
ram air door may not be closed.
(9) When the cabin rate of change stabilizes, turn the rate knob to minimum (fully CCW) and notice
that the cabin rate of change decreases. Replace a controller that shows no change in rate
response.
(10) When the cabin altitude stabilizes (cabin rate-of-climb indicator reads zero), record the cabin
altitude from the test altimeter and the airplane's cabin altitude indicator; record cabin altitude
setting shown on the cabin pressure controller and the reading from the cabin differential
pressure gage.
(11) While still holding the CABIN PRESSURE switch in TEST, turn the cabin altitude select dial on
the cabin pressure controller to 500 feet above FPA.
(12) The cabin rate-of-climb indicator should indicate a rate of climb. Turn the rate control knob on
the cabin pressure controller to the maximum rate and notice an increase in the rate of climb:
the cabin should stabilize at FPA. Replace a cabin pressure controller that shows no change in
rate response.
(13) Set cabin altitude on the cabin pressure controller to 2000 feet above FPA and the rate control
knob to the 12 O'CLOCK position.
(14) Place LEFT and RIGHT BLEED AIR VALVES switches to OFF.
D. During Climb
(1) Place LEFT and RIGHT BLEED AIR VALVES switches to OPEN.
NOTE: Should the cabin fail to begin pressurizing after passing through the cabin altitude
selected on the cabin pressure controller, discontinue these checks: the left landing
gear squat switch is not opening the preset (E104) and dump (E103) solenoid
valves circuit.
(2) Select SL on the cabin pressure controller and climb the airplane to 12,000 feet pressure altitude
according to the copilot's altimeter: record this altitude on the worksheet. Cabin altitude should
stabilize between 450 and 850 feet.
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E. During Cruise
(1) Cabin Leak Check
(a) Place LEFT and RIGHT BLEED AIR VALVES switches to OFF and record the cabin rate-
of-climb when the rate stabilizes: the cabin rate-of-climb will initially indicate a rate above
the actual leak rate, stabilize, then begin to decrease gradually. Record the cabin climb
rate at the point where the cabin rate begins to decrease gradually.
NOTE: If the cabin leak rate exceeds 2400 fpm, terminate these checks, land and
correct the cabin leak rate.
(b) Place LEFT and RIGHT BLEED AIR VALVES switches to OPEN and permit the cabin
altitude to stabilize once again.
(2) Single Source Check
(a) Place LEFT BLEED AIR VALVES switch to OFF.
(b) Reduce power towards high idle on the right engine and record the engine N1 speed at the
point where cabin altitude begins to climb. Do not reduce power below high idle.
(c) Restore power to the right engine and place the LEFT BLEED AIR VALVES switch to
OPEN.
(d) Permit the cabin altitude to stabilize again and place the RIGHT BLEED AIR VALVES switch
to OFF.
(e) Reduce the power towards high idle on the left engine and record the engine N1 speed at
the point where cabin altitude begins to climb. Do not reduce power below high idle. The
minimum N1 required to maintain differential should be 85% or lower.
(f) Restore power to the left engine and place the RIGHT BLEED AIR VALVES switch to
OPEN.
(3) Maximum Differential Check
(a) Before beginning the next check, ensure that the airplane is at the pressure altitude
selected earlier, 12,000 feet.
WARNING: Carefully monitor the cabin pressure differential during

the following differential pressure checks to ensure that
cabin pressure does not exceed the maximum allowable
limit. Should the altitude on the test altimeter descend
below 450 feet, discontinue this check immediately.
Placing the CABIN PRESSURE switch in DUMP position
will allow cabin pressure to return to normal limits.
(b) Disconnect the static lines from the left outflow valve and seal the lines to prevent loss of
cabin pressure through the static ports: this evaluates the maximum differential pressure
function of the right outflow valve.
(c) Record the cabin altitude from the test altimeter (Tol: 450 to 850ft), cabin differential from
the airplane's cabin differential pressure indicator (Tol: 4.9 to 5.1psi), and cabin altitude
from the airplane's cabin altimeter.
CAUTION: An outflow valve which fails to maintain cabin altitude within

acceptable tolerance must be replaced. These valves are not
field adjustable and any attempt to adjust a valve will void the
warranty.
(d) Connect the static lines to the left outflow valve and disconnect the static lines from the right
valve, sealing the disconnected lines as before: this will evaluate the maximum differential
pressure function of the left valve.
(e) Record cabin altitude from the test altimeter (Tol: 450 to 850ft), cabin differential from the
airplane's cabin differential pressure indicator (Tol: 4.9 to 5.1psi), and cabin altitude from
the airplane's cabin altimeter; then connect the static lines to the outflow valve.
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(4) Cabin Pressure Controller Check

(a) Select MIN rate and 8000 feet cabin altitude on the cabin pressure controller, allow the rate
of climb to stabilize and time the amount of change in cabin pressure altitude, according
to the test altimeter, for sixty seconds. Record this minimum up-rate on the worksheet.
(b) Select MAX rate, allow the rate of climb to stabilize and time the amount of change in cabin
pressure altitude for sixty seconds. Record this maximum up-rate on the worksheet.
(c) When the cabin altitude stabilizes and the cabin rate-of-climb indicator has returned to
zero, record the cabin pressure altitude from the test altimeter.
(d) Select MIN rate and 2000 feet cabin altitude on the cabin pressure controller, allow the rate
of descent to stabilize and time the amount of change in cabin pressure altitude for sixty
seconds. Record this minimum down-rate on the worksheet.
(e) Select MAX rate, allow the rate of descent to stabilize and time the amount of change
in cabin pressure altitude for sixty seconds. Record this maximum down-rate on the
worksheet.
(f) When the cabin altitude stabilizes and the cabin rate-of-climb indicator has returned to
zero, record the cabin pressure altitude from the test altimeter.
(g) For a complete analysis of the data collected during these pressurization check procedures
(Ref. Table 102).
Table 101. PRESSURIZATION CHECKS WORKSHEET
DATA COLLECTION
PRESTART PROCEDURE
From Step (2): Were both outflow valves closed? Yes __________ No __________
PREFLIGHT PROCEDURE
From Step (2): Did both outflow valves open? Yes __________ No __________
From Step (3): Did both outflow valves close? Yes __________ No __________
From Step (4): FPA from copilot's altimeter __________ CPA from test altimeter __________
From Step (7): Did outflow valve begin closing? Yes __________ No __________
From Step (8): Did cabin rate indicate a descent within 45 seconds? Yes __________ No __________
From Step (9): Can cabin rate be changed? Yes __________ No __________
From Step (10): Cabin Pressure Altitude (CPA) from test altimeter __________ CPA from cabin altimeter
__________ CPA Set on Controller __________
From Step (12): Did cabin indicate a climb? Yes __________ No __________
Can cabin rate be changed? Yes __________ No __________
Did CPA stabilize at Field Pressure Altitude (FPA)? Yes __________ No __________
From Step (13): Cabin controller setting __________ (FPA + 2000 ft.)
DURING CLIMB
From Step (1): Did cabin pressurize during climb? Yes __________ No __________
From Step (2): Cruising pressure altitude __________ Outside air temperature __________ CPA from test
altimeter __________ Tol: 450 to 850 ft
DURING CRUISE
Cabin Leak Check
From Step (a): Cabin leak climb rate __________ Tol: 2400 fpm or less
Single Source Check
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Table 101. PRESSURIZATION CHECKS WORKSHEET (continued)

DATA COLLECTION
From Step (b): RH Engine N1 __________ Tol: Not more than 85% N1
From Step (e): LH Engine N1 _________ Tol: Not more than 85% N1
Maximum Differential Check
From Step (a): Altitude from copilot's altimeter __________ (Same as DURING CLIMB Step (2))
WARNING: During the following differential pressure checks, carefully monitor the
cabin differential pressure gage and the test altimeter. A cabin altitude
less than 450 ft. may exceed the maximum cabin pressure differential and
will necessitate terminating this check. Place the pressurization control
switch in DUMP immediately and connect the Static lines to the disabled
valve. Any valve which fails to maintain the correct cabin pressure
differential must be replaced. These valves are not field adjustable and
any attempt to adjust a valve will void the warranty.
From Step (c): CPA from test altimeter __________ (LH outflow valve disabled)
Differential pressure gage reading __________ Tol: 4.9 to 5.1 psi
From Step (e): CPA from test altimeter __________ (RH outflow valve disabled)
Differential pressure gage reading __________ Tol: 4.9 to 5.1 psi
Cabin Pressure Controller Check
From Step (a): Minimum up-rate __________ (Controller set at 8000 ft) (less than 300 fpm)
From Step (b): Maximum up-rate __________ (greater than 1500 fpm)
From Step (c): CPA from test altimeter __________ Tol: 8000 ft ± 400 ft
From Step (d): Minimum down-rate __________ (Controller set at 2000 ft) (less than 300 fpm)
From Step (e): Maximum down-rate __________ (greater than 1500 fpm)
From Step (f): CPA from test altimeter __________ Tol: 2000 ft ± 400 ft
Table 102. Pressurization Control

1. Outflow valves(s) open with a. Valve(s) fail to operate properly. a. Replace valve.
power off.
2. Outflow valve(s) closed with a. Landing gear squat switch or a. Replace squat switch or correct
power ON and LEFT or RIGHT circuit fails to operate properly. faulty wiring.
BLEED AIR VALVES switch(es) in
OPEN position.
b. Vacuum leak. b. See Note 1.
c. Dump solenoid(E105) valve c. Replace solenoid valve.
fails to operate properly.
d. Outflow valve fails to operate d. Replace closed valve.
properly.
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Table 102. Pressurization Control (continued)

3. Outflow valve(s) OPEN with a. Preset solenoid (E104) valve a. Replace preset solenoid valve.
power ON, LEFT or RIGHT BLEED stuck shut.
AIR VALVES switch(es) in OPEN
position and CABIN PRESSURE
switch in TEST position.
b. Dump solenoid (E105) valve b. Replace dump solenoid valve.
stuck open.
c. No vacuum at test port 1 (Ref. c. Replace pneumatic relay.
Figure 101).
d. Cabin pressure controller fails d. See Note 2.
to operate properly.
4. Cabin will not pressurize. a. Ram air door will not close or a. Replace or repair valve
seal. assemblies or door seal.
b. Excessive cabin leakage. b. Check fuselage structure for
leakage and make repairs. See
Note 3.
c. Cabin pressure controller fails c. See Note 2.
d. Outflow valve(s) fail to operate d. Replace outflow valve(s).
properly.
e. Landing gear squat switch fails e. Replace squat switch.
5. Cabin pressure controller does a. Cabin pressure controller fails a. Replace cabin pressure
not show a rate-of-change. to operate properly. controller.
6. If Steps (b) and (e) of Single a. Bleed air system not within its a. Perform troubleshooting of
Source Checks are above 85% N1. limits. bleed air control (Ref. 21-11-00).
7. Differential pressure checks a. Outflow valve(s) fail to operate a. Replace valve(s). See Note 5.
in Steps (c) and (e) of Maximum properly.
Differential Check are outside the
tolerances.
8. Minimum rates recorded a. Minimum rates are unbalanced. a. Correct vacuum leaks per Notes
in Steps ( a) and (d) of Cabin See Note 4 for unbalance 1 and 2.
Pressure Controller Check are definition.
outside the tolerances.
b. Cabin pressure controller out of b. Make adjustment to cabin
adjustment. pressure controller.
9. Cabin pressure altitude a. Cabin pressure controller out of a. Make adjustment to cabin
recorded in Steps (c) and (f) of adjustment. pressure controller.
Cabin Pressure Controller Check
are outside the tolerances.
NOTES
1. Vacuum leaks may occur in any of the lines supplying vacuum to the outflow valve or may occur in the
pneumatic relay or the outflow valve head. Refer to the vendor's maintenance instructions (Report no.
4-356, paragraph 7-23) in the Model 1900 Airliner Series Component Maintenance Manual for vacuum
leak check procedures.
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Table 102. Pressurization Control (continued)

2. Excessive vacuum leaks may occur in any of the lines supplying vacuum to the pneumatic relay or may
occur internally in the controller. Refer to the vendor's maintenance instructions (Report no. 4-356, paragraph
7-22) in the Model 1900 Airliner Series Component Maintenance Manual for vacuum leak check procedures.
3. Perform the checks under FLIGHT LINE GROUND TEST FOR CABIN LEAK RATE or HANGAR
GROUND TEST FOR CABIN LEAK RATE in this Section and seal excessive leaks until the cabin leak
rate is reduced to an acceptable level.
4. While determining the minimum up and down rates of the cabin pressure controller, should the minimum
down-rate be out of tolerance and high, and the minimum up-rate be low (either in or out of tolerance), the
minimum rates are unbalanced.
5. These outflow valves are not field adjustable. Any attempt to adjust a valve will void the warranty.
F. Flight Line Ground Test for Cabin Leak Rate

This test uses engine bleed air to pressurize the cabin, bypasses the airplane's pressurization
controller to guarantee an effective climb rate and uses the airplane's instrumentation to monitor
the differential pressure and cabin climb rate. A chart is also provided to relate cabin climb rate to
maximum allowable leakage (Ref. Figure 102).
(1) Station one person outside the airplane during the test to prevent anyone from approaching the
airplane or trying to open a door or access panel.
WARNING: Never open the cabin door, cargo door, flight compartment
windows, escape hatches, or access panels while the cabin
is being pressurized during this test.Always have at least two
people inside the airplane during this test. Persons inside
the airplane during this test must be free of obesity, heart
disorders and respiratory or ear infections, and must be
emotionally stable.
(2) Attach a sign on the outside of the cabin door that reads: DANGER - AIRPLANE IN PRESSURE
TEST.
(3) Gain access to the yellow AN929-6 test cap (test port No. 2) (Ref. Figure 101) in the cabin
pressurization control plumbing in the pedestal extension to bypass the cabin pressure controller
and allow the pressurization system to establish a climb rate even though the airplane may be
sitting at sea level.
(4) Remove the test cap and install a suitable adjustable needle valve. Start with the valve shut.
(5) Set the altimeter to 29.92 in.-Hg and note the field pressure altitude (FPA). Use the FPA and the
graph (Ref. Figure 102) to establish the maximum climb rate equivalent to maximum allowable
leakage. Even though the airplane will not leave the ground, the climb rate will decrease as the
cabin is pressurized and will increase as the cabin leaks. It is the positive climb rate that can
be used as a measure of maximum allowable leakage when the cabin is pressurized to 4.3 psi
differential. In the example given on the graph in Figure 102, the FPA was 3800 feet; therefore,
the airplane instrumentation "feels" like it is at 3800 feet. The 3800 feet value is converted to the
cabin climb rate of 2210 ft/min when the cabin is pressurized to a 4.3 psi differential, the climb
rate should not exceed 2210 ft/min; otherwise the cabin is leaking more than is acceptable.
WARNING: DO NOT allow the cabin descent rate to exceed 1000 ft/min
as discomfort will be imposed on the pilots or maintenance
personnel.
(6) Set the cabin pressure controller rate selector knob to the full clockwise position.
(7) Secure all windows, doors, escape hatches, and access panels that are part of the pressure
vessel.
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CAUTION: DO NOT exceed engine operating limits.

(8) Start either engine and set N1 to 85%.
(9) Set the applicable BLEED AIR VALVES switch (S1 or S2) to OPEN.
(10) Set the cabin temperature mode switch (S6) to AUTO.
(11) Set the CABIN PRESSURE switch (S118) on the pedestal to TEST.
(12) Slowly open the needle valve on the test port in the pedestal extension and use it to control the
climb rate and limit cabin pressure.
(13) Monitor the cabin rate-of-climb indicator and establish a descent rate at or below 1000 ft./min.
(14) Monitor the cabin differential pressure indicator to establish a cabin differential of 4.3 psi.
NOTE: It may be necessary to increase engine N1 after the test has begun in order to reach
4.3 psi cabin differential. Adjust the needle valve after any engine N1 change to
maintain the rate-of-descent at or below 1000 ft/min.
(15) When 4.3 psi cabin differential is reached, set the BLEED AIR VALVES switches to INST &
ENVIR OFF. Observe the indicated cabin rate- of-climb: the value will initially indicate a higher
rate, stabilize, then begin to decrease gradually. Record the cabin climb rate at the point where
it begins to decrease gradually. If the climb rate exceeds the limit determined in Step (5), the
maximum allowable leakage is excessive and should be corrected.
G. Maximum Differential Check
A maximum differential check may be performed at this time if the mechanic has any reason to
question the operation of the outflow valves.
WARNING: Carefully monitor the cabin differential pressure during the

following checks to ensure that it does not exceed the maximum
allowable limit of 5.0 ± 0.1 psi. If the limit is exceeded, relieve
cabin pressure by closing the needle valve or by shutting off the
bleed air valves.
(1) Close the needle valve. Set the bleed air switches to OPEN. Slowly open the needle valve
and establish a descent rate at or below 1000 ft/min. The outflow valves should begin to limit
maximum differential as it approaches 4.9 psi.
(2) Remove the upper cover on the aft pressure bulkhead to gain access to the outflow valve
pneumatic plumbing.
(3) Disconnect and seal the static lines from the left outflow valve to evaluate the maximum
differential function of the right outflow valve.
(4) Record the cabin differential from the cabin differential pressure indicator. The operating
tolerance is 4.9 to 5.1 psi.
CAUTION: An outflow valve which fails to maintain cabin differential within

the specified tolerance must be replaced. These valves are not
adjustable. Any attempt to adjust a valve will void the warranty.
(5) Clear and connect the static lines of the left outflow valve.
(6) Disconnect and seal the static lines from the right outflow valve to evaluate the maximum
differential function of the left outflow valve.
(7) Record the cabin differential from the cabin differential pressure indicator. The operating
tolerance is 4.9 to 5.1 psi.
(8) Clear and connect the static lines of the right outflow valve.
(9) Install the upper cover on the aft pressure bulkhead.
(10) Gradually decrease cabin pressure by closing the needle valve or placing the LEFT and RIGHT
BLEED AIR VALVES switches in OFF position.
(11) Set the CABIN PRESSURE switch to DUMP.
(12) Watch the cabin differential pressure indicator and wait for it to read zero.
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windows, escape hatches, or any access panels while the
cabin is still pressurized during this test.
(13) Open the flight compartment storm window to verify that the cabin pressure is completely bled
off.
(14) Shut down the engines.
(15) Remove the needle valve installed at the test port. Replace and tighten the test port cap.
H. Cabin Leak Rate Ground Test Equipment
Test units used to ground test the cabin for pressurization leaks must include air inlet filters and a
pressure relief valve to prevent damage to the airplane. The typical test unit used to check the cabin
leak rate will consist of an air blower, a dry filter, pressure relief valve, airplane pressure indicator, a
rate-of-climb indicator, air flow indicator, unit pressure indicator, unit air temperature indicator, unit air
control/dump valve, shop air regulator, and a shop air pressure indicator.
The method for interfacing the test equipment to the airplane will vary. Some test equipment splices
into the bleed air plumbing in the nacelles with a "Y" pressure hose or an optional single 2-inch
pressure hose attached to an adapter plate in the fuselage belly.
The test units and adapter plate available for the HANGAR GROUND TEST FOR CABIN LEAK RATE
that include the safety features and instrumentation described above are:
(1) Cabin Pressurization Units and adapter (4, Table 1, 21-00-00).
NOTE: When it is desirable to pressurize the cabin with the single 2-inch pressure hose and
the adapter plate required is not supplied, the following adapter plate may be used:
(2) Cabin Pressurization Adapter Plate (5, Table 1, 21-00-00).
NOTE: The safety net required to secure the cabin door and the safety straps required to
secure the cargo door may also be purchased from Textron Aviation Inc.:
(3) Safety Net - Cabin Door (7, Table 1, 21-00-00).

(4) Safety Straps - Cargo Door (8, Table 1, 21-00-00).
NOTE: A fuselage safety net (6, Table 1, 21-00-00) that covers the entire fuselage for
pressure testing is available. When using this net, the cabin door safety net and
cargo door safety straps are not required.
I. Hangar Ground Test for Cabin Leak Rate
Carefully review the technical data provided with the test unit prior to initiating the test procedure.
(1) Connect ground power and set the MASTER SWITCH to ON.
(2) Disconnect the vacuum (relay) line (9) from the T-fitting (12) that connects outflow valves (10).
Cap the vacuum (relay) line (9) while leaving T-fitting (12) uncapped (Ref. Figure 103).
(3) Set both BLEED AIR VALVES switches to INST & ENVIR OFF to close the pneumatic shutoff
valves.
(4) Three configurations are given to cover the different requirements for preparing the airplane for
the HANGAR GROUND TEST FOR CABIN LEAK RATE.
(a) Configuration 1 - Use this configuration when using the TRONAIR Cabin Pressurization
Test Unit (4, Table 1, 21-00-00).
1 Remove the control cable access panel 121 DBC located just aft of the nose wheel
well in the fuselage skin.
2 Install and seal the adapter plate (4, Table 1, 21-00-00) where the access panel was
removed.
3 Connect the 2-inch pressure nose and sense line from the test unit to the adapter
plate.
(b) Configuration 2 - Use this configuration when using test equipment that requires splicing
into the bleed air plumbing at each nacelle to pressurize the cabin.
1 Open each left plenum panel of the engine cowling.
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Pressurization Control Schematic

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Equivalent Maximum Allowable Leakage with Shuttle Valve Shut

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2 Disconnect the flexible bleed air hose (1) from the bleed air manifold fitting (2) (Ref.
Figure 104).
3 Attach the "Y" pressure hose from the test unit to the bleed air manifold fitting in each
nacelle (2).
4 Set the cabin temperature mode switch (S6) to MAN. Hold the MAN TEMP switch (S5)
in the INCR position until the ACM bypass valve is completely open, then release it.
5 Set the rate control knob on the cabin pressure controller to the full clockwise position.
6 Bypass the airplane's circuitry to energize the solenoids of the pressure regulator/
shutoff valves and the precooler valves as follows:
a Remove floorboard 153ATC (Ref. Figure 4, 21-00-00, Detail A) to gain access
to the electrical equipment PCB rack at FS 205.
b On the bleed air control module (A317) (Ref. Figure 4, 21-00-00,, Detail C),
apply 28 VDC to pin 16 of the edge board connector P517 and P518 and leave
the airplane's cables connected to the PCB.
(c) Configuration 3 - Use this configuration when using test equipment with a 2-inch pressure
hose and the adapter plate.
1 Remove the control cable access panel 121DBC (Ref. Figure 3, Chapter 06-50-00)
located just aft of the nose wheel well in the fuselage skin.
2 Install and seal the adapter plate (5, Table 1, 21-00-00) where the access panel
121DBC was removed.
3 Open the right avionics compartment door.
4 Locate the AN bulkhead fitting mounted in the pressure bulkhead immediately below
the tube assembly of the vacuum regulator.
5 Remove both caps on the fitting, one inside the flight compartment and one inside
the avionics compartment.
6 Connect the sense line from the test unit to the fitting on the pressure bulkhead in the
avionics compartment to sense cabin pressure.
(5) Exit all personnel from the airplane.
(6) Close and latch the cabin door, flight compartment storm windows, cargo door, escape hatches,
and any access panels that would contribute to cabin pressurization.
(7) Secure the cabin door with the safety net and secure the cargo door with two safety straps called
out under CABIN LEAK RATE GROUND TEST EQUIPMENT or use heavy strength nylon web
safety straps. The minimum breaking force of the straps should be 26,000 pounds. If making
structural repairs to the pressure vessel, attach a safety net large enough to cover the entire
pressure vessel.
windows, escape hatches, or access panels while the cabin is
pressurized during this test. DO NOT leave the test area during
the test.
(8) Attach a sign on the outside of the cabin door that reads: DANGER - AIRPLANE IN PRESSURE
TEST.
(9) Connect shop air to the test unit.
(10) Adjust the shop air on the test unit to 15 psi.
(11) Turn the test unit ON to start the blower.
(12) Open the pressure hose shutoff valve.
CAUTION: DO NOT exceed a 2000 ft/min climb rate, as damage to the

airplane's cabin pressure controller will result.DO NOT pressurize
the cabin to more than 4.3 psi.
(13) Slowly open the airflow valve, monitor the climb rate and cabin pressure indicators. The climb
rate indicator will initially show a decent as the pressure increases. As the cabin pressure
reaches 4.3 psi, the cabin will begin to leak and the climb indicator will show a climb.
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(14) When the cabin pressure reaches 4.3 psi, decrease the air flow valve until the climb rate indicator
reads zero. At this point the amount of airflow into the cabin is equal to the amount of air escaping
the cabin.
NOTE: Standard cubic feet per minute (SCFM) is the true value of cubic feet per minute
taking into consideration the effects of temperature and pressure on a gas, in this
case, air.
(15) Read the air flow indicator and convert the reading to SCFM by using temperature and pressure
conversions supplied with the test unit technical data. If there are no conversion graphs provided
with the test unit, and the air flow indicator reads cubic feet per minute directly, use the Flow Rate
Correction Graph to compensate for ambient temperature and pressure in the cabin and obtain
a SCFM reading (Ref. Figure 105).
(16) If the 4.3 psi is maintained with a maximum flow rate of 67 SCFM, the pressure vessel of the
airplane is satisfactorily air tight.
(17) If the flow rate is exceeded, listen for pressure leaks in the following areas:
NOTE: Leaks can be detected by sound and pinpointed by feel. It may be necessary to
attain maximum pressure, then shut down the test unit so the sound of the blower
will not interfere with the detection of leaks in the pressure vessel.
(a) Nose wheel well.

(b) Hoses, plumbing, and wire bundles piercing the pressure vessel.
(c) Windshield seal and attachment screws.
(d) Seal around the flight compartment storm windows.
(e) Seal around emergency exit hatches.
(f) Seals around cabin doors and cargo doors.
(g) Seals around aft pressure bulkhead assembly.
(h) Access panel seals.
(i) Outflow valve mounting and gaskets.
(j) Control cable seals in aft pressure bulkhead and in the fuselage adjacent to the inboard
wing.
(k) Fuselage belly drain plugs.
(l) Fuselage Skin laps.
(m) Antenna doublers and mounting areas.
(18) For pressure sealing the airplane (Ref. Chapter 20-10-00).
(19) Close the airflow valve on the test unit.
(20) Close the shutoff valve on the test unit.
windows, escape hatches, or access panels while the cabin
is pressurized.
(21) Depressurize the airplane completely. On the TRONAIR Cabin Pressurization Unit, turn the air
control valve to full decrease position to dump pressure. When the rate-of-climb indicator is at
the horizontal position and the pressure gage reads zero, the cabin is depressurized.
(22) Disconnect the pressure hose(s) from the airplane.
(23) Disconnect the sense line from the airplane.
(24) Remove the safety net from the cabin door.
(25) Remove the safety straps from the cargo door.
(26) Connect all bleed air plumbing, if disconnected.
(a) Connect the vacuum (relay) line (9) to the T-fitting (12) that connects the outflow valves
(10) (Ref. Figure 103).
(b) Connect the flexible bleed air hose (1) to the bleed air manifold fitting (2) (Ref. Figure 104).
(c) Locate the AN bulkhead fitting mounted on the pressure bulkhead immediately below the
tube assembly of the vacuum regulator. Connect both caps on the fitting, one inside the
flight compartment and one inside the avionics compartment.
(27) Remove the test leads from the bleed air control module (A317), if installed.
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(28) Replace floorboards, if removed.

(29) Remove the adapter plate, if used, install and seal the control cable access panel 121DBC with
sealant tape (11, Table 2, 21-00-00).
3. Cabin Altitude Warning Pressure Switch System Functional Test

This procedure verifies that the Cabin Altitude Warning Pressure Switch System is operating correctly.
Method one involves the removal and installation of the switch. Method two requires the airplane to be
flown to check the functionality of the pressure switch.
A. Method One
(1) Perform the CABIN ALTITUDE WARNING PRESSURE SWITCH REMOVAL procedure (Ref.
21-30-07).
(2) Place the pressure switch inside a vacuum chamber with an ohmmeter connected to the COMM
and NO terminals of the switch. If the vacuum chamber does not have a scale for determining
degree of vacuum achieved, a certified altimeter must be used. Set the altimeter to 29.92 in.
Hg. Place the altimeter in the vacuum chamber in a position so that it can be clearly read.
(3) Increase the vacuum in the chamber and check for onset of continuity at an increasing altitude
of 9,500 to 10,000 feet.
(4) After continuity is acquired, slowly decrease the vacuum in the chamber and check for
termination of continuity at a decreasing minimum altitude of 8,500 feet.
(5) The switch must be replaced if it does not meet these specifications.
(6) Release the pressure from the vacuum chamber and remove the pressure switch.
(7) On the aircraft, connect an insulated 22-gauge jumper wire between the exposed pressure
switch wires on the Forward Lower Cabin Electrical Equipment panel. Note the CABIN ALT
HI annunciator illuminates.
(8) Remove the jumper wire.
(9) Perform the CABIN ALTITUDE WARNING PRESSURE SWITCH INSTALLATION procedure
(Ref. 21-30-07).
B. Method Two
WARNING: Comply with standard FAA regulations for oxygen usage when
performing this test.
(1) Fly the airplane at an altitude of 13,000 to 15,000 feet.
(2) The pilot should select 11,000 feet cabin altitude on the Cabin Pressure Controller.
(3) Set a hand held certified altimeter to 29.92 in. Hg. As the cabin altitude rises, the pilot will note
the cabin altitude at which the CABIN ALT HI annunciator light illuminates. The annunciator light
shall illuminate at 9,500 to 10,000 feet altitude.
(4) The pilot shall then select a cabin altitude below 8,000 feet.
(5) As the cabin altitude decreases, the pilot will note the cabin altitude at which the annunciator
light extinguishes. The annunciator light shall extinguish before 8,500 feet altitude.
(6) The pressure switch must be replaced if it does not meet these specifications. Perform the
CABIN ALTITUDE WARNING PRESSURE SWITCH REMOVAL procedure (Ref. 21-30-07).
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Pressurization Control Components - Tail Cone

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Bleed Air Test Connections

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Flow Rate Correction Graph

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PRESSURIZATION CONTROL - MAINTENANCE PRACTICES
A. Servicing
CAUTION: While performing maintenance on the pressurization system, NEVER

use teflon tape on tube fittings as a thread seal. Teflon tape may have
a tendency to shred and possibly contaminate the components of the
pressurization system.
2. Cabin Pressure Controller Filter
A. Cleaning
The cabin pressure controller filter is located in the cabin pressure controller assembly and should be
cleaned as follows:
(1) Perform CABIN PRESSURE CONTROLLER REMOVAL procedure (Ref. 21-30-02).
(2) Remove the filter from the controller housing.
(3) Wash the screens and filter element in solvent (5, Table 2, 21-00-00). Dry with shop air.
(4) Ensure that the orifice in the filter housing is free of foreign material.
CAUTION: Be careful not to enlarge or damage the orifice in the housing.

Proper operation of the system is dependent on the correct size
of the orifice.
(5) Install the filter element on the cabin pressure controller finger-tight.
(6) Perform CABIN PRESSURE CONTROLLER INSTALLATION procedure (Ref. 21-30-02).
3. Pneumatic Relay Filter

A. Cleaning
The pneumatic relay filter is located in the pedestal extension and should be cleaned as follows:
(1) Perform PNEUMATIC RELAY REMOVAL procedure (Ref. 21-30-03).
(2) Remove the filter from the underside of the relay.
(4) Install the filter in the relay finger-tight.
(5) Perform PNEUMATIC RELAY INSTALLATION procedure (Ref. 21-30-03).
4. Outflow Valve
A. Cleaning
(1) Perform OUTFLOW VALVE REMOVAL procedure (Ref. 21-30-01).
(2) Clean the poppet seats with water and a mild soap or isopropyl alcohol (6, Table 2, 21-00-00).
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OUTFLOW VALVE - MAINTENANCE PRACTICES
1. Procedures
A. Removal
CAUTION: An outflow valve that fails to maintain cabin differential pressurization

within acceptable limits must be replaced. Field adjustment of these
valves is not authorized and will void the warranty.
(1) Remove the upholstery panel on the aft pressure bulkhead (1) to gain access to the outflow
valves (10) (Ref. Figure 201).
(2) Remove the static port plumbing lines and the vacuum line from the outflow valve (10). Tag the
lines to aid in installation.
(3) Remove the V-band clamp (4) securing the valve to the fitting on the aft pressure bulkhead (1)
and remove the outflow valve (10).
B. Installation
CAUTION: Never use teflon tape on pressurization fittings as a thread seal.

(1) Install the outflow valve (10) on the fitting on the aft pressure bulkhead (1) and secure with the
V-band clamp (4) (Ref. Figure 201).
(2) Ensure the packing (6) is in place and connect the vacuum and static port lines.
(3) Install the upholstery panel on the aft pressure bulkhead (1).
C. Cleaning
(1) Perform OUTFLOW VALVE REMOVAL procedure (Ref. 21-30-01).
(2) Clean the poppet seats with water and a mild soap or isopropyl alcohol (6, Table 2, 21-00-00).
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Outflow Valves and Plumbing Installation

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CABIN PRESSURE CONTROLLER - MAINTENANCE PRACTICES
1. Procedures
A. Removal
(1) Remove the electrical panel(s) aft of the cabin pressure controller for access to it. The bin can
also be removed for greater access to the area. The panels and bin are secured with Dzeus
fasteners (Ref. Figure 201).
(2) Remove three screws from the top of the panel securing the cabin pressure controller. Lower
the controller from the panel and lift it out for access to disconnect the hoses and electrical leads.
CAUTION: Do not cut the electrical wire leads to remove the cabin pressure
controller. This might necessitate a possibly unnecessary complete
overhaul of the controller.
(3) Disconnect the lighting leads from the controller.
(4) Disconnect the vacuum hoses that connect the cabin pressure controller to the volume tank, the
pneumatic relay and the preset solenoid valve.
(5) Cap all open vacuum hoses.
B. Installation
CAUTION: Use teflon tape on pipe thread fittings only. Refer to Chapter 12-20-00
for proper installation.
(1) Remove the caps from the vacuum hoses (Ref. Figure 201).
(2) Lower the cabin pressure controller into the pedestal extension and connect the vacuum hoses
to the cabin pressure controller.
(3) Connect the lighting electrical leads to the cabin pressure controller.
(4) Install the top of the cabin pressure controller through the bottom of the panel and attach with
three screws.
(5) Install electrical panel(s) and bin, if removed.
C. Filter Cleaning
The cabin pressure controller filter is located in the cabin pressure controller assembly and should be
cleaned as follows:
(1) Perform CABIN PRESSURE CONTROLLER REMOVAL procedure (Ref. 21-30-02).
(2) Remove the filter from the controller housing.
(4) Ensure that the orifice in the filter housing is free of foreign material.
CAUTION: Be careful not to enlarge or damage the orifice in the housing.

Proper operation of the system is dependent on the correct size
of the orifice.
(5) Install the filter element on the cabin pressure controller finger-tight.
(6) Perform CABIN PRESSURE CONTROLLER INSTALLATION procedure (Ref. 21-30-02).
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Cabin Pressure Controller Installation

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PNEUMATIC RELAY - MAINTENANCE PRACTICES
1. Procedures
A. Removal
(1) Unlock the DZeus fasteners and remove the bin from the pedestal extension for access to the
relay.
(2) Disconnect the B-nut connecting the cabin pressure controller hose to the relay tee fitting (Detail
A) (Ref. Figure 201).
(3) Remove the three nuts securing the relay mounting brackets to the rubber mounts.
(4) Move the relay forward, lift up and disconnect the tube assembly B-nut (Detail B).
(5) Disconnect the adapter B-nut from the elbow in the bottom of the relay.
(6) Remove the relay from the pedestal extension.
(7) Remove the mounting brackets from the relay.
(8) Remove the fittings from the ports of the relay.
(9) Cap all open vacuum lines or hoses.
B. Installation
CAUTION: Never use teflon tape on pressurization fittings as a thread seal.

(1) Remove the caps from the vacuum lines or hoses.
(2) Install fittings in the ports and attach the mounting brackets.
(3) Connect the hose with the adapter to the elbow in the bottom of the relay (Detail C) (Ref. Figure
201).
(4) Attach the tube assembly (Detail B) to tee fitting in the side of the relay.
(5) Position the relay mounting brackets over the rubber mount bolts and secure with nuts and
internal tooth lock washers (three places).
(6) Connect the cabin pressure controller hose to the tee fitting in the front side of the relay with a
B-nut.
(7) Install the bin in the aft end of the pedestal extension.
C. Filter Cleaning
The pneumatic relay filter is located in the pedestal extension and should be cleaned as follows:
(1) Perform PNEUMATIC RELAY REMOVAL procedure (Ref. 21-30-03).
(2) Remove the filter from the underside of the relay.
(4) Install the filter in the relay finger-tight.
(5) Perform PNEUMATIC RELAY INSTALLATION procedure (Ref. 21-30-03).
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Pneumatic Relay Installation

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VOLUME TANK - MAINTENANCE PRACTICES
1. Procedures
A. Removal
(1) Remove the right side panel from the pedestal (Ref. Figure 201).
(2) Disconnect and cap the hose to the cabin pressure controller.
(3) Remove the two screws attaching the volume tank to the bracket on the pedestal frame.
B. Installation
CAUTION: Use teflon tape on pipe thread fittings only. Refer to Chapter 12-20-00
for proper installation.
(1) Install the volume tank on the bracket on the pedestal frame and secure with two screws (Ref.
Figure 201).
(2) Connect the cabin pressure controller hose to the volume tank.
(3) Install the right side panel on the pedestal.
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Volume Tank Installation

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DUMP (E105) AND PRESET (E104) SOLENOID VALVES - MAINTENANCE PRACTICES
1. Procedures
A. Removal
(1) Unlock the Dzeus fasteners and remove the bin from the aft end of the pedestal extension for
access (Ref. Figure 201).
(2) For access to the preset valve, disconnect the cabin pressure controller hose B-nut from the tee
fitting in the forward side of the pneumatic relay and move the hose away from the preset valve
plumbing.
(3) For preset valve, disconnect the dump valve line and vacuum regulator line B-nuts from the tee
fitting in the aft end of the preset valve.
(4) For preset valve, remove the clamp screw from the right side of the pedestal extension. Remove
the valve from the pedestal extension. Remove the clamp, the tee fitting and the union from the
ends of the valve.
(5) For the dump valve, disconnect the B-nuts on the hose and line to the dump valve.
(6) For the dump valve, remove the clamp screw and remove the valve from the pedestal extension.
(7) Remove the clamp, the orificed 45° elbow and the 90° elbow from the dump valve.
(8) Cap all open lines and hoses.
B. Installation
(1) Remove the caps from all lines and hoses (Ref. Figure 201).
(2) For the dump valve, install the orificed 45° elbow with a new packing in the upstream end and a
90° elbow with a new packing in the downstream end (downstream is the end the arrow points
to). Make sure arrow on the valve points outboard.
(3) Install the clamp over the valve.
(4) Connect the hose to the orificed elbow in the dump valve.
(5) Position the dump valve and connect the line from the preset valve. Then install the clamp screw
through the mounting bracket.
(6) Install a tee fitting with a new packing in the downstream end of the preset valve (end arrow
points to) and a union with a new packing in the other end of the preset valve.
(7) Connect the cabin pressure controller hose to the union in the upstream end of the preset valve.
(8) Attach the dump valve and the vacuum regulator lines to the tee fitting in the preset valve.
(9) Attach the valve clamp to the side of the pedestal extension with a screw.
(10) Connect the cabin pressure controller hose to the tee fitting in the pneumatic relay.
(11) Install the bin in the aft end of the pedestal extension.
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Dump (E105) and Preset (E104) Solenoid Valves Installation

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VACUUM REGULATOR AND ORIFICE - MAINTENANCE PRACTICES
1. Vacuum Regulator
The vacuum regulator is located on the aft side of the forward pressure bulkhead and attached to the
bulkhead support with a clamp. The pressurization system vacuum regulator is factory set to maintain a
vacuum of 3.75 to 4.75 inches Hg. and is not adjustable. If the regulator should become defective, it
would have to be replaced. The orifice is located between the regulator and the vacuum system manifold
(Ref. Chapter 37-00-00). The orifice is a plugged union that has an 0.076 inch hole in it. The orificed
union is painted yellow to distinguish it from a standard union. A vent hole in the bottom of the regulator
must be aligned with the hole in the bottom of the clamp.
A. Removal
(1) Disconnect the inlet and outlet vacuum lines from the regulator (Ref. Figure 201).
(2) Remove two screws attaching the clamp to the bulkhead support.
(3) Remove clamp from around the regulator.
(4) Remove the elbows from the regulator ports.
(5) Cap the open lines.
B. Installation
(1) Install 90° elbows in the ports of the regulator. With vent hole on the bottom and the ports on
the aft side, point the top elbow to the right and the bottom elbow to the left (Ref. Figure 201).
(2) Remove the caps from the vacuum lines.
(3) Position the regulator in the clamp with the vent hole on the bottom to align with the hole in the
clamp.
(4) Attach the regulator and clamp to the bulkhead support with two screws and washers.
(5) Connect the vacuum lines to the regulator elbows.
2. Orifice Removal and Installation

The orifice is a plugged union that has an 0.076 inch hole in it. The orificed union is painted yellow to
distinguish it from a standard union. The orifice is mounted between two metal vacuum lines with standard
B-nuts. Standard shop practices are used in loosening or tightening the B-nuts on removing or installing
the orifice. Always cap the open lines when the orifice is removed (Ref. Figure 201).
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Vacuum Regulator and Orifice Installation

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CABIN ALTITUDE WARNING PRESSURE SWITCH - MAINTENANCE PRACTICES
1. Procedures
A. Removal
(1) Remove electrical power from the airplane.
(2) Remove the center aisle carpet from FS 145.00 to FS 205.60. Refer to CARPET REMOVAL
AND INSTALLATION, Chapter 25-20-01 and AIRPLANE ACCESS PANELS, Chapter 06-50-00.
(3) Remove the cabin floor panel 143ATC in Zone 143.
(4) Identify, tag and disconnect the wires from the Cabin Altitude Warning Pressure Switch. Refer
to ELECTRICAL PANELS, Chapter 24-00-00.
(5) Remove the attaching hardware and the Cabin Altitude Warning Pressure Switch from the
Forward Lower Cabin Electrical Equipment Panel.
B. Installation
(1) Install the Cabin Altitude Warning Pressure Switch, with the attaching hardware, to the Forward
Lower Cabin Electrical Equipment Panel.
WARNING: Failure to connect the wires to the correct terminals of the

pressure switch may result in false or no indication of CABIN
ALTITUDE annunciator.
(2) Connect the wires to the pressure switch and remove identification tags. Ensure that the wires
are connected to the COMM and NO terminals of the switch.
(3) Install the cabin floor panel 143ATC.
(4) Install center aisle carpet.
(5) Restore electrical power to the airplane.
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HEATING - DESCRIPTION AND OPERATION
1. General
To heat the airplane, hot air is bled from the P3 stage of the engine compressor. The hot air from the
compressor passes through a precooler that reduces the temperature to 450°F before entering the
ducting to the air cycle machine (ACM) and air cycle machine (ACM) bypass valve (E159). The precooled
bleed air enters the cabin ductwork through either or both of the ACM and the ACM bypass valve. When
heating is required, upon receiving a heat command from the cabin temperature control (E160), the ACM
bypass valve begins opening to bypass the ACM and directing the hot bleed air through the distribution
ducting to heat the cabin and flight compartment. When the ACM bypass valve is fully open, a switch in
the valve opens to shut off power to the valve motor and directs the power to the heat-cool command
relay (K205) which cuts off power to the vapor cycle air conditioning system if it is operating. As the cabin
temperature controller starts to issue cool commands, the ACM bypass valve begins closing. When the
ACM bypass valve is fully closed, the entire bleed air flow is directed through the ACM which begins
cooling the hot bleed air for circulation to the passenger and flight compartments.
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HEATING - TROUBLESHOOTING
1. Procedures
Faults in the heating system will usually result in the faulty operation of other environmental systems as
well. Since the functions of the bypass valve is closely interfaced with the vapor cycle system and
temperature controls and dependent upon the proper function of the environmental bleed air system,
troubleshooting of the bypass valve is the primary concern.
The troubleshooting Tables 101 and 102 will help the technician to differentiate between heating
malfunctions which are most likely to be traced to faults in other environmental systems and heating
malfunctions which are the direct fault of the ACM bypass valve.
Table 101. Inadequate Heating

1. ACM bypass valve will not a. 26 vdc not available at pin B of a. Check for continuity thru S5 and
operate in manual INCREASE ACM bypass valve (Ref. Note 3). S6 switches. Replace faulty parts.
(Ref. Note 1).
b. Pin E of ACM bypass valve not b. Correct ground circuit.
grounding.
c. Faulty ACM bypass valve. c. Replace ACM bypass valve.
2. ACM bypass valve operates in a. Faulty temperature control a. Troubleshoot temperature
MANUAL but not in AUTO (Ref. system. control system in 21-60-00.
Note 2).
Notes
1. Turn battery switch on, place cabin temperature mode switch (S6) in MAN and hold manual temperature
switch (S5) in INCR position. Valve motor noise should be apparent at the left inboard wing. The valve will
run from fully closed to fully open in approximately 30 seconds for a normally operating system.
2. Turn battery switch on, place cabin temperature mode switch (S6) in AUTO and rotate the auto
temperature potentiometer (R1) clockwise. Listen for the valve motor noise in the left inboard wing. Rotate
the auto temperature potentiometer (R1) counterclockwise. The valve will run from fully open to fully closed
in approximately 30 seconds for a normally operating system.
3. These voltage values will be seen only with the cabin temperature mode switch (S6) in MAN, the manual
temperature control switch (S5) in INCR and the battery switch ON. Refer to the Temperature Control
Schematic in 21-60-00 for data on circuit wiring.
Table 102. Excessive Heating

1. ACM bypass valve will not a. 26 vdc not available at pin A of a. Check for continuity thru S5 and
operate in manual decrease.(Ref. ACM bypass valve (Ref. Note 3). S6 switches.
Note 1).
b. Pin E of ACM bypass valve not b. Correct ground circuit.
grounding.
c. Faulty ACM bypass valve. c. Replace ACM bypass valve.
2. ACM bypass valve operates in a. Faulty temperature control a. Troubleshoot temperature
MANUAL but not in AUTO (Ref. system. control system in Chapter
Note 2). 21-60-00.
Notes
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Table 102. Excessive Heating (continued)

1. Turn battery switch on, place cabin temperature mode switch (S6) in MAN and hold manual temperature
control switch (S5) in DECR. Valve motor noise should be apparent at the left inboard wing. The valve will
run from fully open to fully closed in approximately 30 seconds for a normally operating system.
2. Turn battery switch on, place cabin temperature mode switch (S6) in AUTO and rotate the auto
temperature potentiometer (R1) counterclockwise. Listen for the valve motor noise in the left wing root.
Rotate the auto temperature potentiometer (R1) clockwise. The valve will run from fully open to fully closed in
approximately 30 seconds for a normally operating system.
3. These voltage values will be seen only with the cabin temperature mode switch (S6) in MAN, the manual
temperature control switch (S5) held in DECR and the battery switch ON. Refer to the Temperature Control
Schematic in Chapter 21-60-00 for data on circuit wiring.
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HEATING - MAINTENANCE PRACTICES
1. ACM Bypass Valve (E159)

Maintenance of the heating system is concerned only with removal and installation of the ACM bypass
valve since all of the other components are covered in the environmental bleed air control system,
21-11-00, or the temperature control system, 21-60-00.
A. Removal
Access to the ACM bypass valve can be gained through the left center wing upper and lower access
panels aft of the leading edge. In the event of a malfunction of the valve, it will be necessary to
remove the valve for overhaul or repair. The ACM bypass valve is located immediately adjacent to
and outboard of the air cycle machine. Remove the ACM bypass valve as follows:
(1) Pull the CABIN TEMP CONTROL (CB83) circuit breaker on the R CIRCUIT BREAKER PANEL
(A146).
(2) Remove the left center wing upper and lower panels aft of the leading edge.
(3) Disconnect the electrical connector from the valve motor (through the upper access opening)
(Ref. Figure 201).
(4) Push back the insulation covering the couplings and remove the coupling clamps.
(5) Remove the mounting bolts attaching the valve to the bracket that is attached to the wing rib.
(6) Lower the valve out of the wing.
B. Installation
(1) Position the valve in the duct (Ref. Figure 201).
(2) Attach the valve to the bracket with two bolts and washers. Do not tighten the bolts now.
(3) Install the coupling clamps and tighten the clamp bolt to 35 ± 2 inch-pounds.
(4) Tighten the valve attachment bolts.
(5) Reposition the insulation around the couplings.
(6) Connect the electrical connector and reset the circuit breakers.
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ACM Bypass Valve Installation

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COOLING - DESCRIPTION AND OPERATION
1. General
Cabin cooling is accomplished in part by the air cycle system. Air cycle system cooling is augmented by
cooling from the vapor cycle system. Automatic control of both systems is accomplished through the
cabin temperature controller (E160) and it's associated secondary controls. The intent of this Chapter is
to aid the technician in determining to which cooling system a fault can be traced in the event of cooling
failure. Due to the complex interplay between systems, it will not always be apparent which system is
malfunctioning.
The troubleshooting portion of this Chapter will assist the technician in narrowing down faults and will
direct the technician to troubleshoot a particular system. Chapters 21-51-00 and 21-52-00 deal with
troubleshooting and maintenance of the air cycle system and the vapor cycle system respectively. Chapter
21-60-00 contains troubleshooting and maintenance information for the temperature controlling system.
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COOLING - TROUBLESHOOTING
1. Procedures
Differential troubleshooting of the cabin cooling system is primarily a matter of ruling out a malfunction
in one system or the other. Assessment of vapor cycle system operation was determined to be the
simplest approach (Ref. Table 101).
Table 101. Inadequate Heating

1. Inadequate cooling. a. Vapor cycle system a. Troubleshoot the vapor cycle
malfunctioning. system per 21-52-00 (Ref. Note 1).
b. Air cycle system is not changing b. Troubleshoot the air cycle
to the cooling cycle. system per 21-51-00.
2. Excessive cooling. a. The ACM bypass valve will not a. Troubleshoot the ACM bypass
close. valve per 21-40-00.
Notes
1. Refer to VAPOR CYCLE SYSTEM OPERATIONAL CHECK in 21-52-00.
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AIR CYCLE SYSTEM - DESCRIPTION AND OPERATION
1. General
The air cycle system consists of an air cycle machine (ACM), dual heat exchanger, water collector, fog
nozzle/ inline filter assembly and a recirculating ejector. The amount of cooling supplied by the air cycle
system is controlled by varying the amounts of hot air which bypass portions of the air cycle machine.
Control over this ACM bypass flow is a function of the temperature control system. The heat exchanger
and the air cycle machine are mounted together to form an integral unit (Ref. Figure 1 and 2).
Hot engine P3 bleed air is precooled to 450°± 25°F by the precooler located just aft of the engine oil
cooler in the lower aft cowling. This precooled bleed air becomes cooled further as it flows through the
primary section of the ACM heat exchanger. The primary cooled air then enters the air cycle machine
compressor which raises the air pressure and temperature. The compressed air returns to the secondary
section of the heat exchanger where the heat of compression is removed. The bleed air then enters the
turbine section of the air cycle machine where it is cooled by expansion across the turbine nozzles. This
expanding air also drives the air cycle machine turbine. The driven turbine in turn drives the compressor
rotor and the fan rotor.
The air cycle machine fan draws cooling air from the ambient air inlet located on the underside of the left
center wing, through the cooling air passage ways in both the primary and secondary section of the heat
exchanger and discharges the cooling air overboard. The ambient air flowing through the primary and
secondary sections of the heat exchanger absorbs heat from the bleed air circuits.
As a result of cooling, moisture condensation occurs in the secondary section of the heat exchanger
upstream of the air cycle machine turbine section. The condensed moisture is collected by a water
collector, routed to a fog nozzle and is sprayed into the ambient air inlet of the secondary section of the
heat exchanger where it assists in cooling bleed air temperature by evaporation.
The recirculating ejector is a welded aluminum tube with two inlets. The first inlet accepts conditioned
bleed air from the turbine outlet of the air cycle machine. The second inlet provides for the entry into the
cabin of the mixed conditioned and recirculated cabin air. An electrical heater (E184) surrounds the bleed
air duct at the turbine air inlet discouraging any ice accumulation inside the cold air duct
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Vapor Cycle Cooling System Refrigerant Flow Schematic

Figure 1 (Sheet 1)
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Air Cycle Machine Ambient Air Inlet and Outlet

Figure 2 (Sheet 1)
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AIR CYCLE SYSTEM - TROUBLESHOOTING
1. Procedures
Troubleshooting of the air cycle system is a fairly simple task as generally air cycle system cooling
problems can be traced to faults in other environmental subsystems. Table 101 presents a logical
approach to troubleshooting of the air cycle system.
Table 101. Air Cycle System

1. Inadequate cooling. a. ACM heat exchanger core a. Clean core.
clogged.
b. Fog nozzle and/or filter clogged. b. Remove and clean (Ref.
21-51-02).
c. ACM bypass valve stuck open. c. Troubleshoot per Table 102,
EXCESSIVE HEATING (Ref.
21-40-00).
d. Bleed air temperature and d. Troubleshoot per 21-11-00.
pressure not within limits.
e. Faulty air cycle machine e. Troubleshoot the ACM bypass
valve per 21-51-01.
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AIR CYCLE SYSTEM - MAINTENANCE PRACTICES
NOTE: Maintenance of the air cycle system will usually be a process of cleaning the heat exchanger
inlet and the fog nozzle/filter assembly; however, should a fault develop in the air cycle
machine or heat exchanger, removal of the air cycle machine and heat exchanger assembly
would be required.
1. Air Cycle Machine Servicing

Check the quantity of oil contained in the see-through oil sump by removing the access panel (511AB)
and viewing the sump. If the sump is not full, add oil as required. The manufacturer's recommendation for
lubricating oil to be used in the air cycle machine is Exxon 2389. Any oil conforming to MIL-L-7808 (2,
Table 2, 21-00-00) may be used; however, it is recommended that oil brands not be mixed. Approximately
1/2 pint of fluid is required to fill a completely empty air cycle machine sump.
A. Oil Replacement (Oil Sump with Fill Plug)
(1) Loosen the leading edge (511) as necessary to remove the lower access panel (511AB) and
remove the lower access panel (511AB) from the left center wing.
(2) Locate the oil sump on the bottom of the air cycle machine.
(3) Cut the lockwire and remove the oil sump fill plug. If a lubrication instruction tag is attached to
the fill plug, remove and discard the tag.
(4) Remove all the oil from the oil sump using a syringe-type suction device.
(5) Fill the oil sump to overflowing with lubricating oil (2, Table 2, 21-00-00).
(6) Install a new packing on the fill plug and install the plug in the sump, tightening the plug to 10 ±
2 inch-pounds.
(7) Lockwire the plug to the oil sump.
B. Oil Replacement (Oil Sump without Fill Plug)
(1) Loosen the leading edge (511) as necessary to remove the lower access panel (511AB) and
remove the lower access panel (511AB) from the left center wing.
(2) Locate the oil sump on the bottom of the air cycle machine.
(3) Remove and retain the screws and washers that attach the sump to the air-cycle-machine turbine
housing.
(4) Lower the sump away from the turbine housing and pour the oil from the sump.
(5) Wipe the oil residue from the sump with a dry, lint-free cloth.
(6) Install a new M83248/1-033 Packing on the sump.
(7) Fill the sump to the fill line with lubricating oil (2, Table 2, 21-00-00).
(8) Install the sump on the turbine housing with the screws and washers retained during removal.
(9) Torque the screws to 12 to 18 inch-pounds plus running torque (running torque must fall between
2 to 13 inch-pounds or replace screw).
(10) Install the leading edge (511) and the lower access panel (511AB) on the left center wing.
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AIR CYCLE MACHINE - MAINTENANCE PRACTICES
1. Procedures
A. Removal
(1) Remove the left center wing leading edge and the upper and lower access panels.
(2) Drain the air cycle machine oil sump according to the procedure under AIR CYCLE MACHINE
SERVICING (Ref. 21-51-00).
(3) Disconnect and remove the clamp connecting the cooling air exhaust plenum to the cooling air
exhaust outlet of the ACM. Remove a bolt attaching the exhaust plenum to the aft side of the
ACM and lower the exhaust plenum out of the wing (Ref. Figure 201).
(4) Disconnect and remove the coupling connecting the bleed air duct to the inlet of the first stage
of the heat exchanger.
(5) Disconnect and remove the mufflers between the ACM bypass valve and the ACM bypass inlet.
(6) Disconnect the clamp attaching the turbine outlet to the recirculating ejector inlet.
(7) Disconnect the fog nozzle water hose from the water collector drain tube.
(8) Remove three screws from the forward side of the subspar opening and remove the stiffener
(Detail B).
(9) Remove two bolts attaching the ACM front mounting bracket to the sub spar (Detail B).
(10) Remove two ACM left rear mounting bolts (Detail C). Retain all shims for reinstallation.
(11) Remove the ACM inboard mounting bolt.
(12) Remove the air cycle machine through the wing lower access opening.
(13) Inspect Water Collector Drain Tube for cracks. If detected, perform the WATER COLLECTOR
DRAIN TUBE WELD REPAIR procedure.
(14) If the ACM will be replaced with another unit, remove the adapter bracket assembly (Detail C)
and the ACM front mounting bracket assembly (Detail B) from the ACM for installation on the
replacement unit.
B. Installation
(1) If a replacement ACM is being installed, install the adapter bracket assembly (Detail C) and the
ACM front mounting bracket assembly (Detail B) on the replacement unit (Ref. Figure 201).
(2) Place the air cycle machine into the opening in the wing, being careful not to damage the see-
through oil sump of the lower side of the air cycle machine.
(3) Install the ACM inboard mounting bolt.
(4) Install two ACM left rear mounting bolts and shims (Detail C). Adjust the shims (Detail C) and the
spacers at the ACM inboard mounting to place the front mounting link vertical within 15° (Detail
B).
(5) Attach the ACM front mounting bracket to the subspar with two bolts (Detail B).
(6) Connect the fog nozzle water hose to the water collector drain tub.
(7) Connect the mufflers between the ACM bypass inlet and the ACM bypass valve.
(8) Install the coupling connecting the bleed air duct to the inlet of the first stage heat exchanger.
(9) Position the cooling air exhaust plenum behind the ACM and connect them with a clamp. Tighten
the clamp bolt to 40 ± 2 inch-pounds. Install the bolt attaching the plenum to the ACM.
(10) Refill the air cycle machine oil sump according to the instructions under AIR CYCLE MACHINE
SERVICING in 21-51-00.
(11) Install the left center wing upper and lower access panels and the leading edge.
C. Water Collector Drain Tube Weld Repair
(1) Information to conduct this repair is provided by HAMILTON SUNDSTAND WATER
COLLECTOR P/N 775642 DRAIN TUBE WELD REPAIR LETTER OF INSTRUCTIONS, in
Chapter 21 of the 1900 Airliner Series Component Maintenance Manual.
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Air Cycle Machine Installation

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FOG NOZZLE AND FILTER - MAINTENANCE PRACTICES
1. Procedures
A. Removal
(1) Remove the center wing upper access panel 511CT for access to the fog nozzle and filter. The
fog nozzle and filter are directly below the ACM overpressure switch and ACM overtemperature
sensor. If it is impossible to reach the fog nozzle and filter from the top, remove the leading edge
and lower access panel (Ref. Figure 201).
(2) Loosen the screw at the aft end of the holding strap (Detail B). Pivot the strap outboard and
forward and lift the fog nozzle out of the bracket.
(3) Disconnect the water line.
(4) Perform FOG NOZZLE AND FILTER CLEANING procedure.
B. Installation
(1) Connect the water drain tube and place the assembly in the bracket (Ref. Figure 201).
(2) Swing the strap over the nozzle and filter assembly and tighten the screw.
(3) Install the access panel.
C. Cleaning
(1) Perform FOG NOZZLE AND FILTER REMOVAL procedure.
(2) Disassemble the filter and clean the filter mesh with naptha (7, Table 2, 21-00-00). Do not
remove the filter mesh from the filter housing.
(3) Clean the nozzle and orifice with naptha (7, Table 2, 21-00-00), being careful not to enlarge the
orifice during cleaning.
(4) Assemble the filter and nozzle to the adapter with new packings.
(5) Perform FOG NOZZLE AND FILTER INSTALLATION procedure.
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Fog Nozzle Filter Assembly

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RECIRCULATING EJECTOR - MAINTENANCE PRACTICES
1. Procedures
A. Removal
(1) Open the LEFT and RIGHT BLEED AIR CONTROL circuit breakers on the right circuit breaker
panel.
(2) Remove the carpeting (Ref. Chapter 25-20-01, CARPET REMOVAL AND INSTALLATION) and
floorboards 161AT and 163ATC (Ref. Chapter 6-50-00, CABIN FLOORBOARD PANELS).
(3) Perform the AIR CYCLING MACHINE REMOVAL procedure (Ref. 21-51-01).
(4) Disconnect the recirculating ejector heater electrical connector (5) (Ref. Figure 201).
(5) Remove bolts (11) attaching the outer retainer ring (10) and diaphragm seal (12) to the fuselage
pressure plate (13) (Detail B).
(6) Loosen clamp (4) at the inboard end of recirculating ejector (1). Slide the clamp inboard onto
the flexible sleeve (3).
(7) Remove the ejector attach bolt (9) attaching the recirculating ejector (1) to support bracket (8)
on the inboard side of the left seat track (6) (Detail C).
(8) Remove the recirculation ejector (1) from the airplane through the cavity for the air cycling
machine. The inboard end of the recirculating ejector should slide out of the flexible sleeve
(3), which should remain clamped to the air distribution plenum (2) inlet.
B. Installation
(1) Position the recirculating ejector (1) in the airplane through the cavity for the air cycling machine
and insert the inboard end into flexible sleeve (3) (Ref. Figure 201).
(2) Install the ejector attach bolt (9) attaching the recirculating ejector (1) to the support bracket (8)
on the inboard side of the left seat track (6) (Detail C).
(3) Install clamp (4) over the flexible sleeve (3), clamping it to the beaded end of the recirculating
ejector (1).
(4) Install bolts (11) attaching the outer retainer ring (10) and diaphragm seal (12) to the fuselage
pressure plate (13) (Detail B).
(5) Connect the recirculating ejector heater electrical connector (5).
(6) Perform the AIR CYCLING MACHINE INSTALLATION procedure (Ref. 21-51-01). There should
be a gap of 0.12 inch between the ACM outlet and the recirculating ejector inlet (Detail B). Adjust
the gap by changing the number of shims (7) between the left seat track (6) and the recirculating
ejector support bracket (8) (Detail C).
(7) Close the LEFT and RIGHT BLEED AIR CONTROL circuit breakers on the right circuit breaker
panel.
C. Heater Blanket Operational Check
(1) Remove wing access panel 511AT from the top of the left wing (Ref. Chapter 6-50-00, WING
ACCESS PANELS - TOP SURFACE).
(2) Disconnect the recirculating ejector heater (E184) connector from the airplane harness
connector (P493) (Ref. Model 1900D Airliner Wiring Diagram Manual, Chapter 21-31-01).
(3) Place the BATT switch to the ON position.
(4) Place the LEFT BLEED AIR VALVE switch to the ON position.
(5) Using a multimeter, perform the following Steps:
(a) Check for battery voltage at Pin A (UE-2 thru UE-23) or Pin 1 (UE-24 and After) on the
airplane harness connector (P493).
(b) Check for ground at Pin B (UE-2 thru UE-23) or Pin 1 (UE-24 and After) on the airplane
harness connector (P493).
(6) Place the LEFT BLEED AIR VALVE switch to the OFF position.
(7) Place the BATT switch to the OFF position.
(8) Using a multimeter, measure the heater element resistance between Pins A and B (UE-2 thru UE-
23) or Pins 1 and 2 (UE-24 and After). Replace the recirculating ejector heater if the resistance
reads other than 10.37 to 11.46 ohms.
(9) Connect the recirculating ejector heater to the airplane harness connector (P439).
(10) Install wing access panel 511AT (Ref. Chapter 6-50-00, WING ACCESS PANELS - TOP
SURFACE).
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Recirculating Ejector Installation

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VAPOR CYCLE SYSTEM - DESCRIPTION AND OPERATION
1. General
A. Operation
(1) The vapor cycle cooling system utilizes refrigerant R-12 (airplanes UE-1 thru UE-143 without
Kit No. 129-5020 installed) or R-134a (airplanes UE-144 and after and prior airplanes with Kit
No. 129-5020 installed) to provide cooling when the airplane is on the ground and to provide
supplemental cooling when the air cycle cooling system is performing at maximum levels.
A compressor, a condenser with a 40,000-BTU capacity, and two 12,500-BTU evaporators
are utilized to cycle the refrigerant from a gaseous to a liquid state to provide cooling of the
passenger compartment and flight compartment. Adjustable air outlets, located adjacent to the
cabin armrests and in the flight compartment overhead panel, distribute cool air produced by
the vapor cycle cooling system.
(2) The temperature control switches used to control the air cycle cooling system are also used
to control the vapor cycle cooling system. The cabin temperature mode switch (S6), the cabin
temperature selector (R1), and the manual temperature control switch (S5) are located on the
copilot's inboard subpanel (A224). Refer to 21-60-00 for further information on the operation of
the temperature controls.
(3) The compressor is equipped with an electric clutch and a relief valve and is installed in
the accessory gearbox section of the right engine. The discharge line of the compressor is
connected to the condenser, located adjacent to its blower in the right center wing forward
of the front spar. The receiver-dryer removes moisture from the refrigerant and is located
under the center aisle floor in line with the third cabin window. The two evaporators and the
corresponding blowers are located under the center aisle floorboards. The forward evaporator
and blower are in line with the first cabin window and the aft evaporator and blower are in
line with the sixth cabin window. The blowers distribute cool air to the adjustable air outlets
in the cabin and flight compartment. Refer to Chapter 21-20-00 for further information on the
blowers and vapor cycle cool air distribution. A sight gage, an overpressure cutout switch, an
underpressure cutout switch, and service valves are installed in the refrigerant lines located in
a service box that is accessible through a door in the underside of the fuselage. The service
box is in line with the wing flaps. Reset switches for the pressure cutout switches are located in
the avionics compartment and are accessible through the left avionics door.
(4) When the 40° OAT limit switch (S259) is closed and the right engine speed exceeds 62% N1,
the vapor cycle cooling system can be actuated by the air cycle cooling system (see Figure 2).
The 40° OAT limit switch will be closed when ambient temperature, as sensed in the condenser
cooling air inlet in the center wing right leading edge, is high enough to allow cooling of the
airplane cabin (50°±5°F). When the ACM bypass valve (E159) closes and the 40° OAT limit
switch is closed, the "cool" coil of the heat-cool command relay (K205) is energized, and power
is supplied to the cool command input of the N1 speed sensor PCB (A130). The compressor
clutch is then allowed to engage 10 seconds after the right engine speed increases above 62%
N1. When the right landing gear downlock switch is closed (the landing gear is extended) a
ground circuit is completed and energizes the coil of the condenser blower relay. Power is then
supplied to the condenser blower and the blower moves air through the condenser and out the
vent in the underside of the wing. When the airplane is in flight and the downlock switch is
not closed (the landing gear is up), the condenser is cooled by the flow of ram air that enters
through the inlet in the right center wing leading edge. When the cabin has been cooled to
a preset temperature and the ACM bypass valve reaches full open, the cool coil of the heat-
cool command relay is de-energized and the heat coil of the relay is energized. Power is then
removed from the compressor clutch and it disengages.
(5) If the N1 speed of the right engine falls below 62% while the vapor cycle cooling system is
operating, power will be removed from the compressor clutch and it will disengage. See Figure
2. This compressor cutout avoids overloading the engine when it is operating at low speeds. If
the right engine speed is above 62% N1 but ambient temperature falls below 30°±5°F, the 40°
OAT limit switch in the condenser air inlet will open and the clutch will disengage to prevent icing
of the system components. Since low idle for this model is 68% N1 the above mentioned 62%
N1 limit should not be encountered in normal operation.
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(6) The condenser blower relay (K3) is located in the right nacelle on the right electric equipment
panel (A185). The heat-cool command relay (K205) is located under the cabin center aisle
floorboard 163BTC aft of the wing front spar. The N1 speed sensor is located under the cabin
center aisle floorboard 143ATC in line with the front row of passenger seats. Refer to Chapter
21-40-00 for further information on the ACM bypass valve.
(7) When the electric clutch on the compressor is engaged, the refrigerant is compressed into a
high pressure, high temperature gas. As this gas is pumped through the condenser, cooling
air is vented across the condenser and removes heat from the gas, condensing it into a liquid
state (see Figure 1). This liquid refrigerant passes through the receiver-dryer where moisture
and impurities are removed. The refrigerant is then metered by the thermostatic expansion
valves (TEV) and flows into the evaporators. Heat from recirculating cabin air is absorbed by
the refrigerant in the evaporators and the liquid refrigerant evaporates into a gas. Vent blowers
draw the recirculating air through the coils in the forward and aft evaporator assemblies. This
gas is returned to the compressor where it is compressed into the higher pressure discharge
gas.
B. Hot Gas Bypass Valves
A temperature sensing switch is installed on the outlet line of each evaporator. If the temperature of
the refrigerant outlet line is 33°F or below, the switch opens a solenoid valve in a hot gas line containing
discharge gas from the compressor. This hot gas bypasses the condenser and the expansion valves
and flows directly into the evaporator to prevent moisture from freezing on the evaporator. When the
temperature in the evaporator outlet line reaches 45°F, the thermoswitch closes the hot gas bypass
valve and refrigerant flow is returned to its normal flow through the condenser and the expansion
valves.
C. Pressure Cutout Switches
If the discharge pressure in the system increases beyond a safe limit (390 ±10 psi), the overpressure
cutout switch (S260) will open, removing power from the compressor clutch. If the suction pressure in
the refrigerant line falls below a preset limit (2.5 ±0.5 psi), the low-pressure cutout switch (S256) will
close and cause the thermal relay to open. When the thermal relay opens, power is removed from the
compressor clutch. If power has been removed from the clutch by an open cutout switch, the switch
must be reset to allow the compressor clutch to engage. The reset switches are located on a shelf
near the top of the avionics compartment and are accessible through the left avionics compartment
door.
D. Vent Blowers
The vent blowers, forward (B106) and aft (B112), are controlled by the vent blower switch (S4) and
the cabin temperature mode switch (S6). Both switches are located on the copilot's inboard subpanel.
The blowers will operate in the high speed or the low speed when the cabin temperature mode switch
is set to each position. When the blower switch is set to AUTO, the vent blowers will operate in the
low speed when the mode switch is set to each position except OFF. The control of these blowers
is independent of all other components of the environmental system. Refer to Chapter 21-20-00 for
further information on the blowers and their relays.
E. Pressure Relief Valve
A pressure relief valve is installed on the discharge service port of the compressor to protect the
compressor from an overpressure condition. The valve relieves pressure at 450 psig.
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Vapor Cycle Cooling System Refrigerant Flow Schematic

Figure 1 (Sheet 1)
21-52-00 Page 3
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Vapor Cycle Cooling System Electrical Schematic

Figure 2 (Sheet 1)
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VAPOR CYCLE SYSTEM - TROUBLESHOOTING
1. Procedures
Refer to Figure 1 and Figure 2 of the previous section, and the Tables and Figures 101, 102, 103, 104,
105, 106, 107, 108, and 109 in this section to troubleshoot the vapor cycle cooling system.
Table 101. Inadequate Cooling

1. Inadequate cooling. a. Vent blowers are not operating. a. Troubleshoot vent blowers (Ref.
Chapter 21-20-00).
b. Bubbles show in sight glass. b. Add refrigerant.
(This is not a reliable indication of
undercharge for R-134a).
c. Evaporator coil or filter clogged. c. Clean coil or replace filter.
d. Evaporators are not cooling d. Replace hot gas bypass valve
equally. that is stuck open.
(1). Replace faulty expansion
valve.
(2). Reposition expansion valve
sense bulb if incorrectly mounted.
e. Condenser not cooling correctly. e. Clean or replace inlet cooling
air screens.
(1). Troubleshoot inoperative
blower per Table 103, this Section.
f. Compressor will not operate. f. Troubleshoot compressor per
Table 102, this Section.
Table 102. Compressor

1. Compressor will not operate. a. Engine N1 speed below 62%. a. Increase engine speed.
b. Air condition clutch circuit b. Close circuit breaker.
breaker (CB8) open.
c. System refrigerant is low. c. Charge system.
d. High pressure switch not d. Replace switch or restriction in
operating properly. plumbing.
e. Low pressure switch not e. Replace switch or restriction in
operating properly. plumbing.
f. ACM bypass valve stuck open. f. Replace valve.
g. Compressor drive belt loose. g. Tighten belt.
h. Compressor drive (quill) shaft h. Replace Shaft.
broken.
i. 40° OAT limit switch open. i. Replace switch.
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Table 103. Condenser Blower

1. Condenser blower inoperative. a. Air conditioning clutch circuit a. Close circuit breaker.
breaker (CB8) open.
b. Air conditioning clutch circuit b. Close circuit breaker.
breaker (CB11) open.
c. No ground circuit at blower c. Correct ground circuit.
motor.
d. Relay (K3) not operating d. Replace relay.
properly.
e. Blower motor not operating e. Replace blower motor.
properly.
f. No continuity between relay K3 f. Correct lack of continuity.
and N1 speed sensor PCB A130.
g. No continuity between N1 speed g. Correct lack of continuity.
sensor PCB A130 and right landing
gear downlock switch.
h. N1 speed sensor PCB A130 not h. Replace PCB A130.
operating properly.
i. Right landing gear downlock i. Replace landing gear downlock
switch not operating properly. switch.
The following are some sample fault conditions and suggested corrective actions. For approximate
normal operating pressures for R-134a refrigerant in the beech 1900D airliner vapor cycle system, refer
to R-134a VAPOR CYCLE SYSTEM SUCTION & DISCHARGE PRESSURES VERSUS AMBIENT
TEMPERATURES illustration in the MAINTENANCE PRACTICES section of this Chapter. The charted
pressures are based on conditions in which the cabin door(s) are open and the cabin is heat soaked to
near ambient temperature. All the cabin eyeball air outlets are open and the right engine is operated at
about 70% N1. Pressures may then be noted after they stabilize (about 5 minutes).
Table 104. Normally Functioning System @ 85°F
Gauge Readings Other Indications

Low side gauge - Normal - 38 psi Sight Glass - Clear
High side gauge - Normal - 38 psi Discharge air - Cold
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A Typical Air Conditioner Service Gauge Set

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Normally Functioning System @ 85°F

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Table 105. Moisture in System

Low Side Gauge - Normal, Moisture in system freezes, 1. Reclaim refrigerant from
then sometimes drops to below temporarily stopping cycle. system.
zero.(and) High Side Gauge - However, normal system operation
Normal, then sometimes goes high returns when ice melts. 2. Replace receiver-dryer.
Replace any oil removed with
receiver-dryer.
3. Remove moisture by evacuating
system.
4. Charge system with R-134a.
5. Operate system and check
performance.
Table 106. Low R-134a Charge

Low Side Gauge - Normal or Low System slightly low on R-134a, 1. Leak test system.
(and) High Side Gauge - Low due to leak or incorrect charge.
Sight glass - bubbles may be 2. Reclaim refrigerant from system
continuously visible. Return lines if necessary.
warm. Low pressure cutout switch 3. Repair system leaks.
tripped.
performance.
Table 107. Poor Refrigerant Circulation

Low Side Gauge - zero-to-negative Refrigerant flow obstructed by 1. Reclaim refrigerant from
(and) High Side Gauge - Low debris. Receiver-dryer clogged. system.
Receiver-dryer - frost on tubes
from receiver-dryer to evaporator 2. Replace receiver-dryer or
units. remove debris. Replace any oil
removed.
performance.
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Moisture in System
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Low R-134a Charge

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Poor Refrigerant Circulation

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Table 108. No Refrigerant Circulation

Low Side Gauge - zero-to-negative Refrigerant flow obstructed by 1. Reclaim refrigerant from
(and) High Side Gauge - Low debris or moisture or refrigerant system.
Receiver-dryer - frost or moisture flow obstructed by gas leakage
on tubes before and after from expansion valve heat sensing 2. Check heat sensing tube
receiver-dryer. tube. at expansion valve. Replace
expansion valve if necessary.
3. Remove expansion valve and
attempt removal of debris. If
debris cannot be removed, replace
expansion valve.
4. Replace receiver-dryer and
replace any oil removed.
performance.
Table 109. Air in System

Low Side Gauge - High (and) High Air is present in system possibly 1. Evacuate system.
Side Gauge - High Sight glass from inadequate evacuation
- bubbles visible during system procedure. 2. Charge system with R-134a.
operation. Pipes - low pressure 3. Operate system and check
pipes are hot to the touch. performance.
Table 110. Expansion Valve Improperly Mounted or Heat Sensing Tube Defective

Low Side Gauge - High (and)High Excessive refrigerant in low side 1. Check heat sensing tube for
Side Gauge - High Large amount pipes possibly from expansion proper installation.
of frost or moisture on low side valve being opened too wide.
pipes. 2. If heat sensing tube is properly
positioned, evacuate system.
3. Check expansion valve and
replace if defective.
performance.
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No Refrigerant Circulation
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Air in System
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Expansion Valve Improperly Mounted or Heat Sensing Tube Defective

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Table 111. Compressor Malfunction

Low Side Gauge - High (and) High Internal compressor leak or 1. Evacuate system as necessary.
Side Gauge - Low compressor mechanically broken
or belt loose or broken. 2. Repair or replace compressor
or belt.
3. Charge system with R-134a as
necessary.
performance.
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Compressor Malfunction
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VAPOR CYCLE SYSTEM - MAINTENANCE PRACTICES
1. Precautionary Service Procedures

Before attempting maintenance that requires opening of refrigeration lines or compressor fittings,
maintenance personnel should be thoroughly familiar with the pertinent instructions. These instructions
should be followed carefully to insure that the system functions properly. If moisture is allowed to
enter refrigerant lines, ice can form in the lines and hydrofluoric acid can form, causing damage to
system components. Contamination of the system with dirt can cause blockage and damaging wear in
the compressor.
All replacement subassemblies for the vapor cycle system are sealed and dehydrated. They should
remain sealed until immediately prior to installation in the system. Refrigerant lines and other components
should be at room temperature before uncapping to prevent the condensation of moisture from entering
the system. If a connection is not made immediately after uncapping a component, it should not remain
unsealed for more than 15 minutes. If the time period is longer, reseal the connections.
New compressors are provided with RL 100S Ester oil (19, Table 2, 21-00-00) and are charged with a
mixture of R-134a (20, Table 2, 21-00-00) and dry nitrogen to provide an internal pressure that is slightly
above atmospheric pressure. For airplanes UE-1 thru UE-143 without Kit 129-5020 installed, the oil
must be drained from the new compressor and replaced with four ounces of 500-viscosity oil (3, Table
2, 21-00-00) and recharged with R-12 (10, Table 2, 21-00-00). For airplanes UE-144 and After and
prior airplanes with Kit 129-5020 installed, the new compressor does not require exchanging the oil
and refrigerant.
Care should be taken to prevent damage to all fittings and connections. Minute damage to a connection
could cause it to leak. Any fittings contaminated with grease or dirt should be cleaned with a cloth
dampened with alcohol. Do not use a chlorinated solvent such as trichloroethylene as a cleaning agent
because it adds contaminants. If dirt, grease or moisture inside lines cannot be removed, the line must be
replaced. On UE-1 thru UE-143 without Kit 129-5020 installed, apply a small amount of clean refrigeration
oil (3, Table 2, 21-00-00) to all line connections and dip packing in the oil to help ensure leak-resistant
connections. Use Ester Oil (19 Table 2, 21-00-00) for this purpose on airplanes UE-144 and After and on
any airplane equipped with Kit 129-5020.
A. Vapor Cycle System Maintenance Notes
WARNING: Due to air quality control regulations being enacted in the United
States, R-12 and R-134a refrigerant cannot be vented into the
atmosphere. When performing maintenance on the vapor cycle
system where refrigerant can escape from the system, evacuate
the system with only a recovery or recycle servicing unit that will
salvage the refrigerant.
(1) The vapor cycle system is a high pressure system. Before disconnecting a refrigerant line,
depressurize the system with a recycle servicing unit (9, Table 1, 21-00-00).
WARNING: A face shield should be worn when performing maintenance on

the lines because refrigerant coming in contact with the eyes
can cause loss of sight. Also wear gloves and avoid breathing
any vapors.
WARNING: Do not smoke when servicing the refrigerant system; the

refrigerant converts into a highly toxic gas when exposed to
an open flame.
(2) Whenever a refrigerant line must be disconnected, first depressurize the system with a recycle
servicing unit, then evacuate the entire system with a vacuum pump operating at the 125-micron
level.
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(3) When connecting aluminum fittings in the system, tighten all 5/8-inch fittings to 18 to 20 foot-
pounds and all 1/2-inch fittings to 11 to 13 foot-pounds.
CAUTION: Insufficient tightening can result in loose joints and excessive

tightening can result in deformed connecting parts. Either condition
can result in refrigerant leakage.
(4) Use only refrigerant R-12 (10, Table 2, 21-00-00) in this system on airplanes UE-1 thru UE-143
without Kit 129-5020 installed. Use refrigerant R-134a (20, Table 2, 21-00-00) on airplanes UE-
144 and After and prior airplanes with Kit 129-5020 installed. All other refrigerants, particularly
those containing methyl chloride, will cause deterioration of the aluminum components.
NOTE: The receiver-dryer should be the last component connected. It should be connected
last to ensure maximum protection of the vapor cycle system against moisture.
2. Refrigerant Leak Detection

A reduction of system cooling ability and a decline in system pressures (significantly below the pressures
shown in the graphs in Figures 202 and 203) may be an indication of leakage.
For the R-12 system only, the continual presence of bubbles in the refrigerant may indicate a partial loss
of refrigerant. The sight glass should be checked during system operation at maximum available ambient
and cabin temperatures. The sight glass is located in a service box in the underside of the fuselage in
line with the flaps. Streams of bubbles or foam seen in the glass indicates an insufficient quantity of
refrigerant. Colored fluid in the sight glass may indicate the system contains a leak detector dye additive.
NOTE: Do not use bubbles in the sight glass as an indication of undercharge with the R-134a
refrigerant. A system fully charged with R-134a may still exhibit bubbles or cloudiness in the
sight glass. Use the pressure graph as an indication of proper charge.
If a connection does not seal by the normal tightening procedures, the use of soft flare gaskets in the
flare fitting is permissible. If a leak occurs at a flare fitting containing a soft seal, replacement of
the fitting is recommended.
Copper gaskets should be used in copper and brass fittings and aluminum gaskets should be
used in aluminum fittings. Minor leakage of less than 2 ounces per year is permissible at
the compressor shaft seal.
If a loss of refrigerant is suspected, the system plumbing should be inspected to determine the source of
the leak. Large leaks can be located by the appearance of oily spots where oil has been carried out by
escaping refrigerant. Smaller leaks can be detected by the following tests:
A. Detergent Test
The system must contain a partial charge in order to detect leaks. The detergent test is accomplished
by applying soap solution to an area suspected of leaking. Bubbles may form if leaks are present.
B. Electronic Detector Test
An electronic detector includes a probe that is moved along the plumbing to detect escaping
refrigerant. The probe should be held below the line because the refrigerant is heavier than air. The
probe should be capable of detecting leaks equal to 1/2 ounce per year and will emit a flashing light
or a high-pitched sound when escaping refrigerant is detected.
C. Red Leak Detector Dye Additive
NOTE: Do not inject red leak detector dye into a system containing Fluoro-Lite leak detector dye.
(1) R-12 systems (UE-1 thru UE-143 without Kit 129-5020 installed)
It is permissible to add 1/4 ounce of Trace leak detector dye (9, Table 2, 21-00-00) for every 10
ounces of oil into the low pressure service port. A red film will appear in the area where leaks
are present.
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(2) R-134a systems (UE-144 and after and prior airplanes with Kit 129-5020 installed)
It is permissible to add 1/4 ounce of Trace2 leak detector dye (25, Table 2, 21-00-00) for every
10 ounces of oil into the low pressure service port. A red film will appear in the area where leaks
are present.
D. Yellow/Green Leak Detector Dye Additive (Preferred)
CAUTION: For airplanes UE-401 and After, Fluoro-Lite leak detector dye is installed
in the system. For airplanes prior to UE-401, red Trace or Trace2
leak detector dye may have been installed. For installation of the
Fluoro-Lite leak detector dye into a system containing some other type
of dye already, perform the CLEANING THE VAPOR CYCLE SYSTEM
procedures prior to installing the Fluoro-Lite dye.Other prepackaged
forms of Fluoro-Lite dye are available. However, these other forms of
dye may not be of the same concentration. Contact your supplier for
the proper quantity to use.
(1) R-12 Systems (UE-1 thru UE-143 without Kit 129-5020 installed)
A Fluoro-Lite leak detector dye (23, Table 2, 21-00-00) may be added by either premixing with
the oil (3, Table 2, 21-00-00) or directly inserting it slowly into the low pressure service port by an
injector (11, Table 1, 21-00-00). Add 1/4 ounce of dye for every 10 ounces of oil in the system.
For leak inspection, scan all fittings and components using a hand-held ultraviolet or UV/blue
lamp (12, Table 1, 21-00-00). All exposed leaks will appear bright yellow/green.
(2) R-134A Systems (UE-144 and after and prior airplanes with Kit 129-5020 installed)
A Fluoro-Lite leak detector dye (22, Table 2, 21-00-00) may be added by either premixing with
the oil (19, Table 2, 21-00-00) or directly inserting it slowly into the low pressure service port
by an injector (10, Table 1, 21-00-00). Add 1/4 ounce of dye for every 10 ounces of oil in the
system. For leak inspection, scan all fittings and components using a hand-held ultraviolet or
UV/blue lamp (12, Table 1, 21-00-00). All exposed leaks will appear bright yellow/green.
3. Vapor Cycle System Component Repair/replacement
If a component is being repaired or replaced that, when removed, causes loss of pressurization, complete
the following Steps:
(a) Set the right engine speed to 68% N1 and set the temperature mode and control switches to operate
the charged system at maximum cooling levels for at least 10 minutes.
(b) Turn off the refrigerant system, shutdown the engine, and evacuate the system with a recycle
servicing unit (this salvages the refrigerant for future use).
(c) When the pressure is between 0 and 5 psi, remove the oil fill plug from the compressor and check
the oil level by inserting a rod into the compressor crankcase. It may be necessary to rotate the
compressor pulley to ensure that the rod bottoms on the crankcase and not on the compressor
shaft. The level should be between 3 and 3.5 inches below the top of the compressor case.
(d) To obtain the correct level of oil, add 500-viscosity oil (3, Table 2, 21-00-00) on airplanes UE-1
thru UE-143 without Kit 129-5020 installed. Replenish the system with RL 100S refrigerant oil (19,
Table 2, 21-00-00) on airplanes UE-144 and After and prior airplanes with Kit 129-5020 installed.
NOTE: Replacement compressors contain 4 ounces of oil when delivered. The system
contains a factory oil charge of 31 ounces total. If the compressor is replaced, drain
the old compressor and measure the amount of oil collected. Add one ounce to this
measurement to determine the amount of new oil to add to the new compressor
after the oil is drained from the new compressor. This method maintains the same
amount of oil in the system. Additional oil may be needed to replace oil lost through
evacuation, leakage or component replacement.
Compressors containing inappropriate oil can be drained and refilled with the desired oil.
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4. Compressor Quill Shaft Lubrication

The quill shaft that drives the air-conditioning compressor should be lubricated according to the schedule
in Chapter 12-20-00. Refer to Figure 201 of Chapter 21-52-02 for illustration of parts.
(a) Remove the compressor belt according to the procedure under COMPRESSOR BELT REMOVAL
in Chapter 21-52-02, being careful to retain the spacer and shim between the belt housing and the
drive pulley.
(b) Remove the drive pulley and bearings: the bearings are snug-fit into the compressor mount and
belt housing, but are press-fit with retaining compound (14, Table 2, 21-00-00) onto the pulley.
(c) Clean the end of the quill shaft with a clean cloth moistened with solvent (5, Table 2, 21-00-00) and
dry the quill shaft with shop air.
(d) Lubricate the compressor end of the quill shaft with a thin even coat of lubricant (4, Table 2, 21-00-
00).
(e) Install the drive pulley and bearings on the quill shaft, being sure that the inner bearing is well
seated into the compressor mount.
(f) Install the compressor belt according to the procedure under COMPRESSOR BELT
INSTALLATION in Chapter 21-52-02 (DO NOT place any tension on the belt at this point).
5. Evaporator Filter Replacement

The filters on the evaporators should be replaced at the interval specified in Chapter 5-20-00 or more
frequently if operating in heavy smoke or dusty conditions. Two springs installed on the aft end of each
evaporator secure the filters. The evaporators are installed under the center aisle floorboards in line with
the first and sixth cabin windows. See Figure 201 of Chapter 21-52-01 .
6. Cleaning the Vapor Cycle System

(a) Remove and discard the receiver-dryer (Ref. 21-52-04).
(b) Remove the compressor (Ref. 21-52-02).
NOTE: If the compressor is damaged, discard it. If the compressor is being reused, set it aside
to drain the oil while the plumbing and coils are being flushed.
If the system has been contaminated by a damaged compressor or receiver-dryer, the coils
may need to be removed and flushed individually.
CAUTION: Do not use solvent because it will contaminate refrigerant oil.

(c) Remove the two expansion valves. The hot gas bypass valves must be removed or electrically
held open during flushing.
(d) Flush the system using refrigerant R-11 (8, Table 2, 21-00-00) and dry nitrogen on airplanes UE-1
thru UE-143 without Kit 129-5020 installed. Use AC Flush Fluid (21, Table 2, 21-00-00) and dry
nitrogen to clean the refrigerant system on airplanes UE-144 and After and prior airplanes with Kit
129-5020 installed.
(e) Restore both expansion valves and install or close the hot gas bypass valves.
(f) Install the compressor (Ref. 21-52-02). If the existing compressor is being reinstalled, insert 4
ounces of the appropriate oil for your system. New compressors already contain 4 ounces of oil in
them.
(g) Install a new receiver-dryer (Ref. 21-52-04).
(h) Insert 27 ounces of oil into the high pressure plumbing, preferably at the nacelle firewall.
(i) Perform the EVACUATING THE VAPOR CYCLE SYSTEM procedures.
(j) Perform the CHARGING THE VAPOR CYCLE SYSTEM procedures.
7. Depressurizing the Vapor Cycle System

(a) Connect a service unit (9, Table 1, 21-00-00 or equivalent) that recycles the refrigerant to the service
valves and open the low pressure valve (Ref. Figure 201).
(b) When the pressure is depleted, open the high pressure valve and operate the vacuum pump to
completely remove the refrigerant from the system.
(c) After the system is depressurized, check the oil level in the compressor per COMPRESSOR OIL
CHECK.
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8. Evacuating the Vapor Cycle System

A service unit should be equipped with a vacuum pump capable of obtaining an absolute pressure of
125 microns or less and a pressure gage capable of indicating an absolute pressure of 125 microns or
less. Evacuate the system as follows:
(a) Depressurize the system with a recycle servicing unit (9, Table 1, 21-00-00 or equivalent).
(b) Attach the suction service hose to the low pressure service valve. The service valves are located
in a service box in the underside of the fuselage (Ref. Figure 201).
(c) Start the vacuum pump, gradually opening the vacuum valve until it is fully open.
(d) Loosen the ballast valve on the vacuum pump slightly until the pressure is approximately 200
microns, then close the valve.
(e) The system should be evacuated to 125 microns or less. This pump-down procedure should require
no more than four hours if there are no leaks in the system.
9. Charging the Vapor Cycle System (UE-1 thru UE-143 Not Equipped With Kit 129-5020)
CAUTION: Use only R-12 refrigerant (10, Table 2, 21-00-00) to charge the
air-conditioning system.
The system should be charged when:
(a) A reduction of system cooling ability and a decline in system pressures, or the presence of bubbles
in the refrigerant as seen through the sight glass indicates that the refrigerant quantity is low (Ref.
Figure 202).
(b) Leaks have been detected in the system.
(c) Air has entered the system.
(d) Components that carry refrigerant have been replaced.
The vapor cycle system should be serviced by a qualified air-conditioning service person with R-12
refrigerant. Refrigerant service valves are located in the underside of the fuselage in a service box that
is in line with the flaps. It is recommended that the service unit used for charging be equipped with a
supply cylinder heated to maintain sufficient pressure to force refrigerant into the system without operating
the compressor. If a heated cylinder is not available, the system may be charged without operating the
compressor by allowing refrigerant to flow into the system until equilibrium pressure is reached. After
equilibrium pressure is reached, allow the compressor to engage with the temperature control mode
switch (S6) set to MAN COOL and the right engine operating at approximately 68% N1. Add refrigerant
vapor to the suction side of the system.
The refrigerant should be added in vapor form to prevent compressor damage. After operating the
compressor until the bubbles disappear from the sight glass, add approximately 8 more ounces of
refrigerant to the suction port of the system. The pressure graph in Figure 202 may also be used as a
guide.
Charge an evacuated system with 5.3 pounds (85 ounces) of refrigerant. The system contains a factory
charge of 31 ounces of oil total.
10. Charging the Vapor Cycle System (UE-144 and After and Prior Airplanes With Kit 129-5020 Installed)
CAUTION: Use only R-134A refrigerant (20, Table 2, 21-00-00) to charge the
air-conditioning system.
The system should be charged when:
(a) A reduction of system cooling ability and a decline in system pressures indicates that the refrigerant
quantity is low (Ref. Figure 203).
(b) Leaks have been detected in the system.
(c) Air has entered the system.
(d) Components that carry refrigerant have been replaced.
The vapor cycle system should be serviced by a qualified air-conditioning service person with refrigerant
R-134a. Refrigerant service valves are located in the underside of the fuselage in a service box that is in
line with the flaps. It is recommended that the service unit used for charging be equipped with a supply
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cylinder heated to maintain sufficient pressure to force refrigerant into the system without operating the
compressor. If a heated cylinder is not available, the system may be charged without operating the
compressor by allowing refrigerant to flow into the system until equilibrium pressure is reached. After
equilibrium pressure is reached, allow the compressor to engage with the temperature control mode
switch (S6) set to MAN COOL and the right engine operating at approximately 68% N1. Add refrigerant
vapor to the suction side of the system.
The refrigerant should be added in vapor form to prevent compressor damage. If adding refrigerant to a
partially charged system use the pressure graph in Figure 203 as a guide. If this method does not
yield satisfactory operation, evacuate the system and install the known proper amount of refrigerant. If
charging an evacuated system use 4.7 pounds (75 ounces) of refrigerant. The system contains a factory
charge of 31 ounces of oil total.
11. Vapor Cycle System - Operational Check
NOTE: Operating the air-conditioning system is not possible when the outside air temperature is below
50°F. The system may be serviced when the outside air temperature is below 50°F, but must
be disabled by pulling the compressor clutch circuit breaker (CB8), placing a placard near the
cabin temperature controls, and making an appropriate logbook entry. Once the outside air
temperature is above 50°F, the operational check may be performed and the system returned
to service.
This procedure can be used to evaluate the operational efficiency of the vapor cycle system. This check
should be performed only when the outside air temperature is above 50°F to insure that the 40°F OAT
limit switch (S259) is closed.
(a) Place thermometers, known to be accurate, in a forward cool air outlet and in an aft cool air outlet.
(b) Start the right engine and idle at 68% N1. Do not turn the environmental bleed air on.
(c) Place the cabin temperature mode switch (S6) in MAN COOL and the blower switch in HI.
(d) Take a cabin air temperature reading near the floor of the cabin, and after the temperature of the
air coming out of the cool air outlets has stabilized (5 to 10 minutes should be sufficient), record
the temperatures of the cool air outlet air.
(e) Subtract each of the temperature readings at the cool air outlets from the cabin air temperature
recorded earlier. A differential of 20°F at both cool air outlets would be indicative of a properly
operating vapor cycle system. High levels of humidity in the cabin air will reduce this temperature
differential.
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R-12 Vapor Cycle System Suction and Discharge Pressures Versus Ambient Temperatures
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R-134a Vapor Cycle System Suction and Discharge Pressures Versus Ambient Temperatures
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EVAPORATORS - MAINTENANCE PRACTICES
1. Forward Evaporator
A. Removal
(1) Open the access door to the service box (located in the fuselage underside) and discharge the
vapor cycle system with a recycle servicing unit (9, Table 1, 21-00-00) or equivalent.
(2) Remove the carpet and floorboard 153ATC in the center aisle in line with the first cabin window
(Ref. Chapter 6-50-00, CABIN FLOORBOARD PANELS).
(3) Remove the nut, bolt, washer and spacer securing the clamps on the hot gas bypass line and
the inlet line to the evaporator assembly (Ref. Figure 201, Detail A).
(4) Disconnect the inlet line, outlet line, and bypass line from the evaporator fittings.
(5) Remove insulation and tape wrapping around thermal bulb (of expansion valve) clamped on
outlet line (suction line). Remove clamp and the thermal bulb from outlet line (suction line).
(6) Remove three screws and washers attaching the aft end of the evaporator to the mounting clips.
(7) Loosen the clamp bolt securing the evaporator to the blower.
(8) Lift the aft end of the evaporator up to remove the drain tube from the hole in the skin, then move
the evaporator aft to disengage it from the blower and the clamp. Lift the evaporator up and out
of the compartment.
B. Installation
(1) Check that the drain tube gasket is securely attached to the bottom of the plenum with adhesive
(13, Table 2, 21-00-00).
(2) Lower the evaporator into the compartment and raise the aft end so that the drain tube does
not touch the skin. Insert the evaporator outlet into the clamp and over the blower inlet (Ref. to
Figure 201, Detail A).
(3) Align the drain tube with the hole in the skin and lower the aft end of the evaporator onto the
stringer clips.
(4) Install the three screws and washers attaching the aft end of evaporator to the stringer clips.
(5) Tighten the clamp bolt to 20 to 25 inch-pounds to secure the evaporator to the blower.
(6) Connect the inlet line, expansion valve, the outlet line and the bypass line to the evaporator
fittings.
(7) The expansion valve has a capillary tube with one end coiled into a bulb. This bulb must be
attached to the outlet line (suction line) that connects to the evaporator outlet fitting. The capillary
tube (including the coiled tube bulb) may be 19 to 32 inches in length. The extra length of the
capillary tubing should be coiled using a large bend radius to prevent crimping. Use ties or
cushioned clamps to support capillary tubing. The bulb must be in direct contact with the surface
of the outlet line (suction line). Clean the outlet line (suction line) outer surface before clamping
the bulb in place. The bulb may be installed on top of the outlet line (suction line) or side mounted
(preferably at the 3 o'clock position). Never mount a bulb on the bottom of outlet line (suction
line) because a mixture of refrigerant and oil may be present at that point. Clamp bulb on outlet
line (suction line). Wrap insulation and tape around bulb and outer line (suction line).
(8) Install the bolt, washer, spacer and nut attaching the clamp on the bypass line to the evaporator
plenum assembly.
(9) Charge the vapor cycle system per CHARGING THE VAPOR CYCLE SYSTEM in 21-52-00,
and check all reconnected fittings for leaks.
(10) Install the floorboard and the carpet in the center aisle.
(11) Install the access door on the service box (located in the fuselage underside).
2. Aft Evaporator
A. Removal
(1) Open the access door to the service box (located in the underside of the fuselage) and discharge
the vapor cycle system with a recycle servicing unit (9, Table 1, 21-00-00) or equivalent.
(2) Remove the carpet and floorboard 173BTC in the center aisle in line with the sixth cabin window
(3) Disconnect the hot gas line from the hot gas bypass valve (Ref. Figure 201, Detail B). Then
disconnect the hot gas line from the evaporator line.
(4) Disconnect the inlet and outlet lines from the evaporator fittings.
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(5) Remove insulation and tape wrapping around thermal bulb (of expansion valve) clamped on
outlet line (suction line). Remove clamp and the thermal bulb from outlet line (suction line).
(6) Remove the three screws and washers attaching the aft end of the evaporator to the stringer
mounting clips.
(7) Loosen the clamp bolt securing the evaporator to the blower. Lift the aft end of the evaporator up
to remove the drain tube from the hole in the skin and pull the evaporator to the rear to disengage
it from the blower inlet and the clamp.
B. Installation
(1) Check that the drain tube gasket is securely attached to bottom of plenum with adhesive (13,
Table 2, 21-00-00).
(2) Lower the evaporator into the compartment and raise the aft end so that the drain tube does not
touch the skin. Insert the evaporator outlet into the clamp and over the blower inlet (Ref. Figure
201, Detail B).
(3) Align the drain tube with the hole in the skin and lower the aft end of the evaporator onto the
stringer clips.
(4) Install the three screws and washers attaching the aft end of the evaporator to the stringer clips.
(5) Secure the evaporator to the blower by tightening the clamp bolt to 20 to 25 inch-pounds.
(6) Connect the hot gas line to the evaporator fitting and bypass valve.
(7) The expansion valve has a capillary tube with one end coiled into a bulb. This bulb must be
attached to the outlet line (suction line) that connects to the evaporator outlet fitting. The capillary
tube (including the coiled tube bulb) may be 19 to 32 inches in length. The extra length of the
capillary tubing should be coiled using a large bend radius to prevent crimping. Use ties or
cushioned clamps to support capillary tubing. The bulb must be in direct contact with the surface
of the outlet line (suction line). Clean the outlet line (suction line) outer surface before clamping
the bulb in place. The bulb may be installed on top of the outlet line (suction line) or side mounted
(preferably at the 3 o'clock position). Never mount a bulb on the bottom of outlet line (suction
line) because a mixture of refrigerant and oil may be present at that point. Clamp bulb on outlet
line (suction line). Wrap insulation and tape around bulb and outlet line (suction line).
(8) Connect the inlet and outlet lines and the expansion valve to the evaporator fittings.
and check all reconnected fittings for leaks.
(10) Install the floorboard and the carpet in the center aisle.
(11) Install the access door to the service box (located in the fuselage underside).
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Evaporator Installation
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COMPRESSOR - MAINTENANCE PRACTICES
1. Compressor
A. Removal
NOTE: The receiver-dryer should be replaced if the vapor cycle system has been opened. The
receiver-dryer should be connected last to ensure maximum protection of the vapor cycle
system against moisture (Ref. 21-52-04).
(1) Perform the DEPRESSURIZING THE VAPOR SYSTEM procedure (Ref. 21-52-00).
(2) Perform the EVACUATING THE VAPOR SYSTEM procedure (Ref. 21-52-00).
(3) Remove nacelle/cowling access panels 425L and 426L (Ref. Chapter 06-50-00, NACELLE/
COWLING ACCESS PANELS).
CAUTION: Prior to working with electrical wiring ensure all electrical power to
the airplane has been disconnected.
NOTE: The power wire (57) is hard wired to the compressor clutch and is spliced (58) to
the airplane wiring (Ref. Figure 201).
(4) Attach a red tag to the battery switch and external power switch with the words "Do Not Operate,
Maintenance In Progress".
(5) Disconnect the electrical power wire (57) at the splice (58).
(6) Remove screw (60) and clip (61) and disconnect the ground wire (59) from the compressor
clutch.
(7) Disconnect and cap the discharge hose (55) and the suction hose (56). Cap fittings (62 and 63)
on the compressor (64).
(8) Loosen the compressor pivot bolts (29 and 30) and the belt tension turnbuckle (43) lower
attachment bolt (44) and nut (65).
(9) Cut the safety wire and loosen both jamnuts (42). Adjust the tension turnbuckle (43) as required
to relieve belt tension.
(10) Remove the lower attachment bolt (44), washers (45 and 46) and nut (65) from the tension
turnbuckle (43) lower rod end (47).
(11) Remove the drive belt (26) from the compressor (64).
NOTE: Laminated shims (5), if installed, should be located between the compressor mount
plates (8 and 9) and the pivot plate (4) (Ref. Figure 202).
(12) Remove the compressor pivot bolts, washers, nuts (29 and 30) and shims (31) if installed.
Remove the compressor (64) (Ref. Figure 201).
(13) Cut and remove the safety wire. Remove bolts, nuts and washers (52 and 53) from the forward
mount plate. Remove the compressor forward mount plate (51).
(14) Cut and remove the safety wire. Remove the bolts, nuts and washers (48 and 50). Remove the
compressor aft mount plate (49).
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B. Installation
NOTE: When installing a new compressor, check and if necessary, add oil to the compressor.
Refer to the 1900 Airliner Component Maintenance Manual, Chapter 21, Supplier
Publications, Sanden Compressor Service Manual, 13. Oil Charging Instructions.
NOTE: The receiver-dryer should be replaced if the vapor cycle system has been opened. The
receiver-dryer should be connected last to ensure maximum protection of the vapor cycle
system against moisture (Ref. 21-52-04).
When installing the aft compressor mount plate (49) use one AN960-616 washer or one
AN960-616L washer or any combination to obtain clearance between the bolts (48 and
50) and the clutch pulley (67) (Ref. Figure 201).
(1) Install the compressor aft mount plate (49) by installing bolts, nuts and washers (48 and 50).
Install MS20995C32 safety wire on bolts using double twist method.
(2) Install the compressor forward mount plate (51) by installing bolts, nut and washers (52 and 53).
Install with bolt heads facing aft and install MS20995C32 safety wire on all bolts using double
twist method.
(3) Install the compressor by installing pivot bolts, washers, nuts (29 and 30) and shims (31), if
previously installed, through the forward (51) and aft (49) mount plates and the pivot plate (32).
(4) Perform the COMPRESSOR BELT INSTALLATION procedure in this section and install the drive
belt (26) on the compressor (64).
(5) Attach the tension turnbuckle (43) lower rod end (47) by installing the lower attachment bolt (44),
washers (45 and 46) and nut (65).
(6) Perform the COMPRESSOR BELT ALIGNMENT procedure in this section.
(7) Perform the COMPRESSOR BELT TENSION procedure in this section.
(8) Torque attachment bolt (44) and nut (65) from 60 to 85 inch-pounds.
(9) Ensure the pivot bolts (29 and 30) have been tightened.
CAUTION: Prior to working with electrical wiring ensure all electrical power to
the airplane has been disconnected.
NOTE: The power wire (57) is hard wired to the compressor clutch and is spliced (58)
to the airplane wiring.
(10) Splice the electrical power wire (57) to the airplane wiring.
(11) Connect the ground wire (59) to the compressor (64) by installing clip (61) and screw (60).
CAUTION: Exercise care to ensure proper clearance between suction and

discharge hoses at the engine truss area.
(12) Remove caps from fittings (62 and 63) on the compressor (64). Remove caps and connect the
discharge hose (55) and the suction hose (56).
(13) Remove red tags from the battery switch and external power switch.
(14) Replace the receiver dryer after the system has been opened for component replacement (Ref.
21-52-04).
(15) Perform the EVACUATING THE VAPOR SYSTEM procedure (Ref. 21-52-00).
(16) Perform the CHARGING THE VAPOR CYCLE SYSTEM procedure (Ref. 21-52-00).
(17) Perform the VAPOR CYCLE SYSTEM OPERATIONAL CHECK procedure (Ref. 21-52-00).
(18) Install nacelle/cowling access panels 425L and 426L (Ref. Chapter 06-50-00, NACELLE/
2. Compressor Mount
A. Removal
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(2) Perform the COMPRESSOR BELT REMOVAL procedure in this section.

(3) Perform the COMPRESSOR REMOVAL procedure in this section.
(4) Perform the STARTER-GENERATOR REMOVAL procedure (Ref. Chapter 24-30-01).
NOTE: On airplanes UE-1 thru UE-99 and those engines not modified by P&WC Service
Bulletin 14184 be careful not to lose the spring (1) when removing the quill shaft (2).
UE-100 and After and those engines modified by P&WC Service Bulletin 14184, the
spring (1) was replaced with a packing (3) and teflon washer (4) (Ref. Figure 201).
(5) Remove the bearings (17 and 19) and drive pulley (18) assembly.
(6) Remove the quill shaft (2 or 5).
(7) Remove clamp (34) and disconnect drain tube (33).
NOTE: Inspect bolt (16) for wear, replace if required.
(8) Remove bolt (16), washers (15 and 11), nut (10), cotter key (9) and remove the belt tension
turnbuckle (43) assembly from mount (12).
(9) Cut the safety wire and remove six bolts and washers (38) attaching the compressor mount
(12) to the accessory gearbox pads and two bolts and washers (37) that attach the compressor
mount (12) to the compressor mount support (40).
(10) Remove the compressor mount (12) and discard the packings (8).
B. Installation
NOTE: Ensure the support mounting surface (26) is flush with the accessory gearbox mounting
pad (24) within 0.002 inch. If adjustment is required perform the COMPRESSOR
MOUNT SUPPORT REMOVAL and COMPRESSOR MOUNT SUPPORT INSTALLATION
procedures in this section (Ref. Figure 202).
(1) Install compressor mount (12) with two new packings (8) (Ref. Figure 201).
(2) Install six bolts and washers (38) attaching the compressor mount (12) to the accessory gearbox
pads.
(3) Install the two bolts and washers (37) that attach the compressor mount (12) to the compressor
mount support (40) and torque from 40 to 50 inch-pounds.
(4) Install MS20995C32 safety wire on all bolts using double twist method.
(5) Connect drain tube (33) and install clamp (34).
NOTE: Inspect bolt (16) for wear, replace if required.
(6) Install the belt tension turnbuckle (43) assembly on mount (12) by installing bolt (16), washers
(15 and 11), nut (10), cotter key (9).
(7) Install quill shaft (2) with spring (1) on airplanes UE-1 thru UE-99 and those engines not modified
by P&WC Service Bulletin 14184. Install quill shaft (5) with new packing (3) and teflon washer
(4) for airplanes UE-100 and After and those engines modified by P&WC Service Bulletin 14184.
(8) If bearings (17 and 19) were removed from the drive pulley (18) shaft, apply a thin coat retaining
compound (14, Table 2, 21-00-00) and press the bearings onto the shaft.
(9) Install the bearings (17 and 19) and drive pulley (18) assembly.
NOTE: Make sure to install the drive pulley (18) correctly. Backwards installation of the
pulley results in the quill shaft splines not engaging the splines on the drive pulley.
(10) Perform the STARTER-GENERATOR INSTALLATION procedure (Ref. Chapter 24-30-01).

(11) Perform the COMPRESSOR BELT INSTALLATION procedure in this section.
(12) Perform the COMPRESSOR INSTALLATION procedure in this section.
(13) Perform the VAPOR CYCLE SYSTEM OPERATIONAL CHECK procedure (Ref. 21-52-00).
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3. Compressor Mount Support

A. Removal
(2) Perform the COMPRESSOR BELT REMOVAL procedure in this section.
(3) Perform the COMPRESSOR REMOVAL procedure in this section.
(4) Perform the COMPRESSOR MOUNT REMOVAL procedure in this section.
NOTE: Note the position and thickness of laminated shims (41) during removal (Ref.
Figure 201).
(5) Remove nuts (7) and washers (6), discard nuts.

(6) Remove the compressor mount support (40) and shims (41), retain the shims.
B. Installation
NOTE: Use shims (41) to ensure the support (40) mounting surface is flush with the accessory
gearbox mounting pad within 0.002 inch when nuts (7) are torqued (Ref. Figure 201).
(1) Install shims (41) and compressor mount support (40).

(2) Install washers (6) and new nuts (7).
(3) Torque the nuts (7) from 20 to 30 inch-pounds.
(4) Check that support (40) mounting surface (26) is flush with the accessory gearbox mounting pad
(24) within 0.002 inch (Ref. Figure 202).
(5) If no adjustment is required proceed to Step (6). If adjustment is required, perform the following
Steps:
(a) Remove nuts (7) and washers (6) (Ref. Figure 201).
(b) Remove the compressor mount support (40) and add or remove shims or laminations to
obtain the 0.0 to 0.002 inch dimension.
(c) Install the compressor mount support (40), washers (6) and nuts (7). Torque nuts (7) from
20 to 30 inch-pounds.
(6) Perform the COMPRESSOR MOUNT INSTALLATION procedure in this section.
(7) Perform the COMPRESSOR BELT INSTALLATION procedure in this section.
(8) Perform the COMPRESSOR INSTALLATION procedure in this section.
4. Compressor Belt
A. Removal
(2) Loosen the compressor pivot bolts (29 and 30) and the belt tension turnbuckle (43) lower
attachment bolt (44) and nut (65) (Ref. Figure 201).
(3) Cut the safety wire and loosen both jamnuts (42). Adjust the tension turnbuckle (43) as required
to relieve belt tension.
(4) Remove the lower attachment bolt (44), washers (45 and 46) and nut (65) from the tension
turnbuckle (43) lower rod end (47).
(5) Cut the safety wire and remove three socket head cap screws (25) and washers (24) from the
belt housing (23).
(6) Remove the belt housing (23), laminated shim(s) (20), spacer (21) and snap ring (22).
(7) Remove the drive belt (26), drive pulley (18) and bearings (17 and 19).
B. Installation
(1) Install the drive belt (26) on drive pulley (18) (Ref. Figure 201).
(2) Install the drive belt housing (23), using three socket head cap screws (25) and washers (24).
Torque the three socket head cap screws from 25 to 30 inch-pounds.
(3) Insert the laminated shim(s) (20) into the belt housing (23).
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(4) Insert the spacer (21) into the belt housing (23).
(5) Install the snap ring (18) and check for a 0.010 ± 0.002 inch gap between the snap ring (18) and
the spacer (19). If gap is not correct, remove snap ring (18) and spacer (19), add or remove
laminated shim(s) (20) or laminations, install spacer (19) and snap ring (18), check gap and
repeat as required to obtain correct gap (Ref. Figure 202).
(6) Install the drive belt (26) on the clutch pulley (67). If the compressor is not installed, perform the
COMPRESSOR INSTALLATION procedure in this section (Ref. Figure 201).
(7) Perform the COMPRESSOR BELT ALIGNMENT procedure in this section.
(8) Perform the COMPRESSOR BELT TENSION procedure in this section.
C. Alignment
(2) The drive pulley groove and the compressor clutch pulley forward groove must be parallel and
aligned with each other (Ref. Figure 203). Check the alignment of the pulleys by performing the
following Steps:
(a) Using a scale (12) measure the distance from the compressor mount (1) to the center of
the drive belt (38). The measurement should be 0.490 ± 0.025 inch and the drive belt (38)
should sit evenly in the groove of the clutch pulley (10) with no twisting or high sides (Ref.
Figure 202).
(b) If no adjustment is required go to Step (3). If adjustment is required, perform the following
Steps:
1 Loosen the compressor pivot bolts (29 and 30) and the belt tension turnbuckle (43)
lower attachment bolt (44) and nut (65) (Ref. Figure 201).
2 Cut the safety wire and loosen both jamnuts (42). Adjust the tension turnbuckle (43)
as required to relieve belt tension.
3 If the compressor clutch pulley is at an angle (not parallel) with the drive pulley, loosen
the pivot plate lock bolt (2) and the pivot plate pivot bolt (3) and rotate the pivot plate
adjustment bolt (11) as required to place the pulleys parallel with each other. Tighten
the pivot plate lock bolt (2) and the pivot plate pivot bolt (3) (Ref. Figure 202).
4 If the pulleys are parallel but not aligned, add or remove laminated shims (5) as
required to obtain the 0.490 ± 0.025 inch required in Step (2)(a).
5 Perform the COMPRESSOR BELT TENSION procedure in this section.
6 Tighten the compressor pivot bolts (29 and 30) and the belt tension turnbuckle (43)
lower attachment bolt (44) and nut (65) and repeat Step (2).
(3) Ensure all hardware has been tightened and safety wired, as required.
D. Tension
NOTE: The tension of the compressor belt should be checked after 50 hours of operation.
(2) Using a push-pull gauge (13, Table 1, 21-00-00) apply a force of 4.7 to 5.9 pounds at the midspan
of the belt. The belt should deflect 0.15 inch.
(3) If no adjustment is required proceed to Step (4). If adjustment is required, perform the following
Steps:
NOTE: The maximum length of rod end that is allowed to extend out of the tension
turnbuckle (43) is 0.90 inch at each rod end (41). When these maximum dimensions
are reached, the belt should be replaced (Ref. Figure 202).
(a) Loosen the belt tension turnbuckle (43) lower attachment bolt (44) and nut (65) (Ref. Figure
201).
(b) Loosen the compressor pivot bolts (29 and 30).
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(c) Cut the safety wire and loosen both jamnuts (42). Adjust the tension turnbuckle (43) as
required to obtain the belt tension required in Step (2).
(d) Tighten both jamnuts (42) and install MS20995C32 safety wire using double twist method.
(e) Torque the belt tension turnbuckle (43) lower attachment bolt (44) and nut (65) from 60 to
85 inch-pounds.
(f) Tighten the compressor pivot bolts (29 and 30).
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Vapor Cycle Compressor Installation

21-52-02 Page 207

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Vapor Cycle Compressor Alignment

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Pulley Alignment
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CONDENSER AND BLOWER - MAINTENANCE PRACTICES
1. Procedures
The condenser and cooling blower is installed in the right center wing forward of the main spar. In flight
cooling air enters through a screened duct in the leading edge. A deflector and screen assembly is
installed under the condenser to protect the condenser from particles that could enter through the leading
edge air inlet or the louvers in the lower surface of the wing. To remove the deflector/ screen assembly,
the condenser must be removed (Ref. Figure 201).
2. Condenser
A. Removal
the vapor cycle system with a recycle servicing unit (9, Table 1, 21-00-00).
(2) Remove the access panel on the top of the right center wing to gain access to the condenser.
(3) Disconnect the inlet and the outlet lines from the condenser fittings (Ref. Figure 201).
(4) Remove the bolts and washers attaching the condenser to the mounting flange and remove the
condenser through the access opening in the wing.
B. Installation
(1) Check that the deflector/screen is properly and securely installed. Then install the condenser in
the compartment and secure it with 17 bolts and washers (Ref. Figure 201).
(2) Connect the inlet and outlet lines to the condenser fittings.
and check all connected fittings for leaks.
(4) Install the access panel on the top of the right center wing.
(5) Install the access door on the service box, located in the underside of the fuselage.
3. Blower
A. Removal
(1) If floorboard 133ATC has been removed, pull the AIR CONDITIONING CLUTCH (CB8) circuit
breaker on the underfloor circuit breaker panel (A187).
(2) Remove the access panel on the top of the right center wing.
(3) Remove the electrical leads from the terminals on the blower (Ref. Figure 201).
(4) Remove the four bolts and washers attaching the blower to the mounting bracket and lift the
blower out of the compartment.
B. Installation
(1) Install the blower on the mounting bracket and secure it with four bolts and washers (Ref. Figure
201).
(2) Connect the electrical leads to the terminals on the blower.
(3) Install the access panel on the top of the right center wing.
(4) If circuit breaker CB8 was pulled, reset it.
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Condenser and Blower Installation

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RECEIVER-DRYER - MAINTENANCE PRACTICES
1. Procedures
A. Removal
the vapor cycle system with a recycle servicing unit (9, Table 1, 21-00-00 or equivalent).
(2) Remove the carpet and floorboard 163ATC (Figure 2, Chapter 06-50-00) in the center aisle in
line with the third cabin window.
(3) Disconnect the inlet and outlet lines from the receiver-dryer (Ref. Figure 201).
(4) Remove the bolts attaching the clamps. Remove the receiver-dryer from the airplane and
remove the unions from the ports.
(5) Plug all open lines.
B. Installation
(1) Install the unions with new packings in the ports of the receiver-dryer (Ref. Figure 201).
(2) Remove plugs from the lines.
(3) Install the clamps over the receiver-dryer and secure it to the support with two bolts.
(4) Connect the inlet and outlet lines to the receiver-dryer.
(5) Charge the vapor cycle system (Ref. 21-52-00 CHARGING THE VAPOR CYCLE SYSTEM) and
check all fittings for leaks.
(6) Install the floorboard and carpet in the center aisle.
(7) Install the access door on the service box (located in the underside of the fuselage).
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Receiver-Dryer Installation
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TEMPERATURE CONTROL - DESCRIPTION AND OPERATION
1. General
A. The temperature of the cabin can be automatically controlled by presetting the cabin temperature
selector potentiometer (R1) to the desired temperature and setting the cabin temperature mode switch
(S6) to AUTO. The cabin temperature controller (E160) then sends the appropriate "heat" or "cool"
command to the air cycle machine (ACM) bypass valve (E159). A dual-element temperature sensor
(RT104) installed in the conditioned bleed air main duct completes the Wheatstone Bridge resistance
circuitry of the cabin temperature controller. When the cabin temperature falls, the Wheatstone Bridge
becomes unbalanced and current flows from the heat command output of the cabin temperature
controller. The ACM bypass valve receives the command and opens to allow more bleed air to enter
the conditioned bleed air ducts (Ref. Figure 1). See Figure 1 of 21-51-00 for schematic of valve and
air cycle machine. The bypass valve modulates the amount of bleed air flow in automatic response
to the requirements indicated by the changing resistance of the duct temperature sensors and the
temperature sensor located in the cabin temperature controller. The duct temperature sensors are
installed in the conditioned bleed air main duct in line with the third cabin window. The solid-state
cabin temperature controller is installed under the headliner in line with the fifth cabin window.
B. The temperature of environmental air can be controlled manually by setting the cabin temperature
mode switch to MAN and holding the manual temperature control switch (S5) to the INCR or the
DECR positions. When the manual control switch is set to INCR or DECR, power is supplied through
the CABIN TEMP CONTROL circuit breaker (CB83), the cabin temperature mode switch and the
manual switch to the bypass valve. When the switch is set to INCR, the ACM bypass valve opens,
allowing warm bleed air to flow through the floor outlets. The ACM bypass valve closes, as required,
to allow the air cycle system to cool the bleed air when the manual switch is set to DECR. If the manual
temperature control switch is held in the DECR position, the ACM bypass valve will close completely
to direct air through the air cycle machine for cooling of the cabin and to turn on the vapor cycle cooling
system (Ref. Figure 1).
C. All environmental temperature control switches and the cabin air temperature indicator are located on
the copilot's inboard subpanel.
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Temperature Control Schematic

Figure 1 (Sheet 1)
21-60-00 Page 2
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TEMPERATURE CONTROL - TROUBLESHOOTING
1. Procedures
Troubleshooting of the environmental temperature control is outlined in Table 101.
Table 101. Temperature Control

1. System does not respond to a. CABIN TEMPERATURE a. Close circuit breaker.
manual control. CONTROL circuit breaker CB83
open.
b. AIR CONDITION CLUTCH b. Close circuit breaker.
circuit breaker CB8 open.
c. ACM bypass valve is not c. Troubleshoot valve (Ref.
operating. 21-40-00).
d. Fault in cooling system. d. Troubleshoot cooling system
(Ref. 21-50-00).
2. System does not respond to a. Resistance through duct air a. Replace duct air temperature
automatic control. temperature sensors (RT104) out sensors (Ref. 21-60-02).
of limits.
b. Manual temperature control b. Replace switch.
switch (S5) out of tolerance.
c. Faulty cabin temperature c. Replace cabin temperature
controller (E160). controller.
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TEMPERATURE CONTROL - MAINTENANCE PRACTICES
1. Air Temperature Sensors (RT104)

A. Resistance Check
NOTE: In order for the resistance measurements of the air temperature sensor to comply with
the readings shown on the graph in Figure 201, it is important that the temperature at the
location of the air temperature sensor be determined accurately.
If the temperature control of the heating and cooling systems is responding to manual control but is
not responding to automatic control, the fault may be found in the air temperature sensor (RT104) or
in the cabin temperature controller (E160). It is suggested that the air temperature sensor be tested
before testing the cabin temperature controller because the controller is more reliable.
The air temperature sensor is installed downstream of the manual valve in the conditioned bleed air
main duct. The air temperature sensor is in line with the third cabin window. One of the elements of
the air temperature sensor has been thermally insulated to provide a response that lags behind the
response of the noninsulated element. The lag in response prevents uncomfortably wide temperature
ranges that would be caused by the overshoot of cabin heating.
The air temperature sensor can be checked as follows:
(1) Remove the headliner panel in line with the fifth cabin window to gain access to the electrical
connector on the cabin temperature controller.
(2) Disconnect the electrical connector from the cabin temperature controller.
(3) Using the graph in Figure 201, determine the correct resistance corresponding to the
temperature measurement taken at the air temperature sensor location. Remove the right
floorboard (162AT) in line with the third cabin window and disconnect the duct adjacent to the
air temperature sensor to take temperature readings.
(4) Using a high precision ohmmeter (1, Table 1, 21-00-00) measure the resistance between pins "8"
and "11" on the connector of the cabin temperature controller. This resistance should correspond
to the resistance indicated on the line "AB" on the graph in Figure 201. The resistance measured
between pins "11" and "12" on the controller should correspond to the line "CD" on the graph.
Line "AB" represents the thermally lagged element.
(5) If the measured resistance from a sensing element varies from the resistance shown on the
graph by more than 1%, the air temperature sensor should be replaced.
(6) If the operation of the heating and cooling systems is abnormal or intermittent when the cabin
temperature mode switch (S6) is set to AUTO, the internal connections of the sensing elements
may be loose. An intermittent fault in the elements can be detected as follows:
(a) Operate the left engine of the airplane. Place the cabin temperature mode switch in the
MAN position. Hold the manual temperature control switch (S5) in the INCR position for
60 seconds.
(b) Monitor the resistive response of the element between pins "11" and "12" of the controller
while the temperature is increasing. If the resistance fluctuates or increases above 200
ohms, then the element may have an intermittent fault.
(c) Monitor the resistive response of the element between pins "8" and "11". Hold the manual
temperature control switch in the DECR position for 60 seconds. Any fluctuations in the
resistance readings may indicate a fault in the sensing elements or in the air temperature
sensor connection.
(7) If the air temperature sensor shows no indication of incorrect resistance and the heating and
cooling systems do not respond to automatic control, the cabin temperature controller should be
tested to determine if it is defective.
2. Cabin Temperature Controller (E160)

If a fault in the operation of the automatic mode of the heating or cooling systems cannot be found in the
air temperature sensor, the cabin temperature controller should be tested.
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Resistance Values of Air Temperature Sensors

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The temperature at the air inlet of the cabin temperature controller should be between 65°F and 85°F to
perform the test procedures. A test circuit connected as shown in Figure 202 can be used to test the
cabin temperature controller.
A. TestEquipment
(1) A 28-vdc, 2-amp power supply that is accurate within 1%.
(2) Two 22-ohm, 50-watt resistors (R1 and R2).
(3) A 100-ohm potentiometer with a direct reading dial (TR1).
(4) Two 100-ohm (±1%) potentiometers wired in series with two 100-ohm step decades (TR2 and
TR3).
(5) Two 28-vdc, 40-MA, MS25231-1819 lamps or equivalent (DS1 and DS2).
(6) An air temperature indicator (M1) equivalent to the airplane indicator.
(7) Connectors that mate with the cabin temperature controller and the air temperature gage. Refer
to the Wiring Diagram Manual for the appropriate part numbers.
B. Functional Test
(1) Remove the headliner panel immediately aft of the fifth cabin window to gain access to the cabin
temperature controller.
(2) Connect a power supply and test circuit to the cabin temperature controller (Ref. Figure 202).
(3) Set TR2 and TR3 (potentiometers) to 118 ohms and turn on the power supply to apply 28 vdc to
the controller. Adjust TR1 until DS1 and DS2 are not illuminated. The temperature gage should
indicate ambient temperature.
(4) Decrease the resistance on TR1 until DS2 begins to illuminate in pulses, then decrease the
resistance until DS2 illuminates continuously.
(5) Increase the resistance on TR1 until DS1 begins to pulse, then increase the resistance until
the lamp is illuminated continuously. Adjust the resistance for TR1 until DS1 and DS2 are not
illuminated.
(6) Set TR1 to 0 ohms and TR3 to 154 ohms; DS2 should illuminate continuously.
(7) Increase TR2 until DS1 pulses; TR2 should be 176 ± 2 ohms. Continue to increase the resistance
at TR2; DS1 should illuminate continuously.
(8) Set TR1 to 2.5 ohms, TR3 to 85 ohms, and TR2 to 100 ohms; DS1 should illuminate continuously.
Decrease TR2 until DS2 pulses; the resistance at TR2 should be 86.9 ±0.7 ohms. DS2 should
illuminate continuously when continuing to decrease the resistance at TR2.
(9) Shut off the power supply and disconnect the test circuit from the temperature controller.
(10) Ensure that the air flow across the controller is moving towards the fan (Ref. Figure 202).
If the controller does not perform as described above, the controller may be assumed to be
defective and must be replaced.
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Cabin Temperature Controller (E160) Test Circuit

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CABIN TEMPERATURE CONTROLLER (E160) - MAINTENANCE PRACTICES
1. Procedures
A. Removal
(1) Remove the headliner panel in line with the fifth cabin window.
(2) Remove the attaching screws from the controller and remove the controller sufficiently to gain
access to the electrical connector on the controller (Ref. Figure 201).
(3) Disconnect the electrical connector from the controller.
B. Installation
(1) Connect the electrical connector to the controller receptacle (Ref. Figure 201).
(2) Install the controller on the mounting bracket and secure with the attaching screws.
(3) Install the headliner panel to cover the controller.
2. Indicator
A. Calibration
(1) Connect a 28 vdc auxiliary power unit to the airplane.
(2) Remove the cover from the cabin temperature controller in the overhead panel.
(3) Turn on the external power switch and place the cabin temperature mode switch (S6) in AUTO.
(4) Hold a thermometer, calibrated from 25°F to 125°F, close to the aft end of the cabin temperature
controller for two minutes.
(5) The cabin temperature indicator located on the instrument panel should read within 2°F of the
thermometer reading at the cabin temperature controller.
(6) Should the cabin temperature indicator reading be outside acceptable limits, within ± 2°F of
thermometer, remove the grey sealer from the small round adjustable potentiometer.
(7) Using a small blade screwdriver, adjust the potentiometer slowly until the cabin temperature
indicator agrees with the thermometer.
(8) Seal the potentiometer with sealer, Glyptol 1201 (12, Table 2, 21-00-00).
(9) Install the cover on the cabin temperature controller and return the airplane to service.
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Cabin Temperature Controller (E160)

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AIR TEMPERATURE SENSOR (RT104) - MAINTENANCE PRACTICES
1. Procedures
A. Removal
(1) Pull the CABIN TEMP CONTROL (CB83) circuit breaker on the R CIRCUIT BREAKER PANEL
(A146).
(2) Remove the right carpet and floorboard 162AT (Figure 2, Chapter 06-50-00) in line with the third
cabin window to gain access to the air temperature sensor installed in the conditioned bleed air
main duct (Ref. Figure 201).
(3) Disconnect the electrical connector from the air temperature sensor.
(4) Remove the attaching screws and the air temperature sensor from the main duct.
B. Installation
(1) Install the air temperature sensor and secure with the attaching screws (Ref. Figure 201).
(2) Install the electrical connector on the air temperature sensor.
(3) Install the floorboard and carpet.
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Air Temperature Sensor (RT104)

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CHAPTER
AUTO FLIGHT
BEECHCRAFT®
MAINTENANCE MANUAL

22-Title Page 1
22-10-00 Pages 1-3 May 1/2019
22-10-00 Pages 201-202 May 1/2019
22-10-01 Page 201 May 1/2019
22-10-02 Pages 201-206 May 1/2019
22-10-03 Pages 201-203 May 1/2019
22-10-04 Pages 201-205 May 1/2019
22-10-05 Pages 201-204 May 1/2019
22-10-06 Pages 201-203 May 1/2019

MAINTENANCE MANUAL

Temporary Revision
Number
BEECHCRAFT®
MAINTENANCE MANUAL
CONTENTS
AUTOPILOT - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-10-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-10-00 Page 1
AUTOPILOT - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-10-00 Page 201
Autopilot Controller. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-10-00 Page 201
AUTOPILOT UNITS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-10-01 Page 201
Nose Compartment Autopilot Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-10-01 Page 201
AUTOPILOT SERVOS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-10-02 Page 201
Servo Clutch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-10-02 Page 201
Aileron Servo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-10-02 Page 201
Rudder Servo. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-10-02 Page 201
Elevator Servo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-10-02 Page 201
Elevator Trim Servo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-10-02 Page 204
AILERON SERVO BRIDLE CABLE - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . 22-10-03 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-10-03 Page 201
RUDDER SERVO BRIDLE CABLE - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . 22-10-04 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-10-04 Page 201
ELEVATOR SERVO BRIDLE CABLE - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . 22-10-05 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-10-05 Page 201
ELEVATOR TRIM SERVO PRIMARY TRIM TAB CABLE (AIRPLANES WITH COLLINS
APS-65H AUTOPILOT) - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-10-06 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-10-06 Page 201
BEECHCRAFT®
MAINTENANCE MANUAL
AUTOPILOT - DESCRIPTION AND OPERATION
1. General
A. Automatic Flight Control System
The Collins APS-65 Autopilot System is certified for use on this airplane. The Collins APS-65
Autopilot System is a 3-axis, digital autopilot with automatic elevator trim. As such, it is a combination
of sensors, electrical servos, guidance displays, mode selectors and computers which perform the
necessary flight computations. The system provides either full autopilot control of the airplane, with
simultaneous flight director monitoring when integrated with the flight director system, or manual
control by using the pitch and roll command control on the autopilot controller. When the autopilot is
disengaged, the pilot assumes control in response to the flight director display steering commands.
The yaw axis may be engaged independently of roll and pitch for use as a yaw damper.
For maintenance information on individual components, reference should be to the latest revision of
the appropriate manual. The following is a list of the various autopilot equipment manuals which may
be applicable.
• 331A-3G Course Indicator Overhaul Manual (Repair) (with illustrated parts list) 522-0762672
• ADF-462 Automatic Direction Finder System Maintenance Manual 523-0773913
• APC-65H/FGC-65 Autopilot Computer and Flight Guidance Computer Instruction Book (Repair)
523-0771868
• APP-65A Autopilot Panel Instruction Book (Repair) 523-0771874
• EFIS-84 Electronic Flight Instrument Systems Maintenance Manual 523-0775968
• SSS-65 Slip/Skid Sensor Instruction Book (Installation and Repair) 523-0771647
• SVO-65/SMT-65 ( ) Primary Servo and SMT-65 ( ) Servo Mount Instruction Book (Repair) 523-
0771890
The installations on the following pages are typical of the installations used in the airplane. Because
of the many variations of equipment and installations, your airplane may differ somewhat from the
illustrations; however, reference to the approximate locations of components as shown may be
beneficial during maintenance operations. For more specific information applicable to an individual
system, refer to the Beech Avionics Wiring Diagrams and to the appropriate vendor equipment
operator's manuals which are furnished with each airplane.
B. Aileron Servo
The aileron servo for the autopilot is mounted beneath the center aisle floorboard in the passenger
compartment just forward of the aft spar. Bridle cables from the servo capstan are connected to the
aileron quadrant. When the autopilot is engaged, the servo rotates to maintain automatic horizontal
control of the airplane.
NOTE: Improper cable tension may cause unstable or erratic response to autopilot signals.
C. Rudder Servo
The rudder servo for the autopilot is located in the tail section aft of the aft pressure bulkhead. The
bridle cable is wrapped around the servo capstan and connected to the main left rudder torque shaft
bell crank and the right rudder cable. When the yaw axis is engaged, the servo rotates in response
to autopilot signals to provide automatic directional control of the airplane.
D. Elevator Servo
The elevator servo for the autopilot is located in the tail section aft of the aft pressure bulkhead adjacent
to the rudder servo. Bridle cables wrapped around the servo capstan are connected to the primary
(up and down) elevator control cables. When the autopilot is engaged, the servo rotates to provide
automatic vertical control of the airplane.
E. Elevator Trim Servo
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MAINTENANCE MANUAL
The elevator trim servo for the automatic elevator trim system is located beneath the left passenger
compartment floorboards just aft of the aft spar. The elevator trim cable is routed around the servo
capstan to provide automatic elevator trim when the autopilot is engaged.
22-10-00 Page 2
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Typical Avionics and Autopilot Unit Installation

Figure 1 (Sheet 1)
22-10-00 Page 3
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MAINTENANCE MANUAL
AUTOPILOT - MAINTENANCE PRACTICES
1. Autopilot Controller
A. Removal
(1) Remove all electrical power from the airplane.
(2) Release the two Dzus fasteners which secure the autopilot controller to the pedestal console
(Ref. Figure 201).
(3) Carefully lift the autopilot controller from the pedestal console and disconnect the electrical
connector from the back of the controller.
(4) Remove the autopilot controller from the airplane.
B. Installation
(1) Ensure that all electrical power is off the airplane.
(2) Connect the electrical connector at the autopilot controller position in the pedestal console to the
back of the controller (Ref. Figure 201).
(3) Carefully lower the controller into its position in the pedestal console and secure it with the two
Dzus fasteners.
(4) Connect electrical power and perform a ground test of the autopilot/flight director system in
accordance with the Pilot's Operating Manual.
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Autopilot Controller Installation

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AUTOPILOT UNITS - MAINTENANCE PRACTICES
1. Nose Compartment Autopilot Unit

A. Removal
NOTE: Figure 1 in Chapter 22-10-00 shows a typical arrangement of avionics units. All airplanes
may not be similarly equipped, therefore the arrangement on any specific airplane may
vary somewhat from what is shown in the illustration.

(2) Open the nose compartment doors.
(3) Locate the autopilot unit to be removed from the nose compartment.
(4) Loosen the tumbscrews and allow them to fall away from the unit.
(5) Lift the handle on outboard end of the unit and carefully slide the unit from its mounting tray. The
electrical connector located on the back of the unit will disengage as the unit is removed.
B. Installation
(1) Ensure that all electrical power is off the airplane.
(2) Carefully slide the unit into the mounting rack and align the electrical connector on the back of
the unit with the mounting rack connector. The connector will automatically engage as the unit
slides into position.
(3) Lower the handle on the outboard end of the unit and position and tighten the tumbscrews to
retain the unit into the mounting tray.
(4) Restore electrical power to the airplane and perform a ground test of the autopilot/flight director
system in accordance with the Pilot's Operating Manual.
(5) Close the nose compartment doors.
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AUTOPILOT SERVOS - MAINTENANCE PRACTICES
1. Servo Clutch
A. Torque Adjustment
If replacement of the servos or capstans becomes necessary, or if any of the servo clutch torque
settings are to be checked, refer to the applicable manufacturer's instructions for clutch adjustment
procedures.
Specified torque values are as follows:
Aileron .....................................................................................................5.5 +2.0/-0.0 in.-lbs.
Rudder ...................................................................................................27.2 +2.0/-0.0 in.-lbs.
Elevator ....................................................................................................7.3 +2.0/-0.0 in.-lbs.
Elevator Trim ............................................................................................6.0 +2.0/-0.0 in.-lbs.
2. Aileron Servo
A. Removal
(1) Remove the aileron servo bridle cable (Ref. AILERON SERVO BRIDLE CABLE REMOVAL in
22-10-03).
(2) Remove the screw and washer from the clamp securing the connector cable (Ref. Figure 201).
Remove the connector from the aileron servo. (Identify the connector for correct installation.
(3) Remove the six attaching washers, bolts and bonding strap; then, remove the aileron servo from
the airplane.
B. Installation
(1) Gain access through floor panel (163BTC, Chapter 06-50-00) just forward of the rear spar.
(2) Position the aileron servo and install the six attaching washers, bolts and bonding strap (Ref.
Figure 201).
(3) Install the connector to the aileron servo and remove the identification tag. Install the washer
and screw to the clamp securing the connector cable.
(4) Install the aileron servo bridle cable (Ref. AILERON SERVO BRIDLE CABLE INSTALLATION
AND RIGGING procedure in 22-10-03).
3. Rudder Servo
A. Removal
(1) Remove the rudder servo bridle cable (Ref. RUDDER SERVO BRIDLE CABLE REMOVAL
procedure in 22-10-04).
(2) Remove the connector from the rudder servo (Identify the connector for correct installation) (Ref.
Figure 202).
(3) Remove the eight attaching bolts, washers and bonding strap; then, remove the rudder servo
from the support.
B. Installation
(1) Gain access through access holes (311CL and 312CR, Chapter 06-50-00) located on each side
of the tail section of the airplane (Ref. Figure 202).
(2) Position the rudder servo to the support and install the eight attaching washers, bolts and bonding
strap.
(3) Install the connector to the rudder servo and remove the identification tag.
(4) Install the rudder servo bridle cable (Ref. RUDDER SERVO BRIDLE CABLE INSTALLATION
4. Elevator Servo
A. Removal
(1) Remove the elevator servo bridle cable (Ref. ELEVATOR SERVO BRIDLE CABLE REMOVAL
procedure in 22-10-05).
(2) Remove the connector from the elevator servo (Identify the connector for correct installation)
(Ref. Figure 203).
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Aileron Servo
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Rudder Servo
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(3) Remove the eight attaching bolts, washers and bonding strap; then, remove the elevator servo
from the support.
B. Installation
(1) Gain access through access holes (311CL and 312CR, Chapter 06-50-00) located on each side
of the tail section of the airplane (Ref. Figure 203).
(2) Position the elevator servo to the support and install the eight attaching washers, bolts and
bonding strap.
(3) Install the connector to the elevator servo and remove the identification tag.
(4) Install the elevator servo bridle cable (Ref. ELEVATOR SERVO BRIDLE CABLE INSTALLATION
5. Elevator Trim Servo

A. Removal
(1) Remove the elevator trim servo bridle cable (Ref. ELEVATOR TRIM SERVO BRIDLE CABLE
REMOVAL procedure in 22-10-06).
(2) Remove the connector from the elevator trim servo (Identify the connector for correct installation)
(Ref. Figure 204).
(3) Remove the four attaching bolts, washers, nuts and bonding strap; then, remove the elevator
trim servo and spacer from the support.
B. Installation
(1) Gain access through floor panel (171AT, Chapter 06-50-00) at the left side of the airplane (Ref.
Figure 204).
(2) Position the spacer and elevator trim servo to the support and install the four attaching bolts,
washers, nuts and bonding strap.
(3) Install the connector to the elevator trim servo and remove the identification tag.
(4) Install the elevator trim servo bridle cable (Ref. ELEVATOR TRIM SERVO BRIDLE CABLE
INSTALLATION procedure in 22-10-06).
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Elevator Servo
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Elevator Trim Servo

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AILERON SERVO BRIDLE CABLE - MAINTENANCE PRACTICES
1. Procedures
A. Removal
(1) Remove the center aisle carpet (Ref. Chapter 25-20-01) and floor panel (163BTC, Chapter
06-50-00) just forward of the rear spar.
(2) Remove the cable guards from the servo capstan.
(3) Loosen the servo bridle cable turnbuckle.
(4) Disconnect the aileron bridle cable locking plates from the aileron quadrant by removing the
plate attaching screws.
(5) Remove the bridle cables from the aileron quadrant.
(6) Unwrap the bridle cable from the capstan, cut the safety wire and remove the cable retaining
screws from the capstan.
B. Installation and Rigging
NOTE: Before the autopilot aileron control cables can be rigged, the aileron flight control primary
cables must be rigged (Ref. Chapter 27-10-03).
(1) Place the aileron in the neutral position and install the rig pins in the quadrant and bell cranks.
(2) Attach the cable with the turnbuckle to the upper recess of the capstan and the cable without the
turnbuckle to the lower recess of the capstan. Install and safety wire the cable retaining screws.
(3) Wrap the bridle cables on the capstan as follows:
(a) Wrap the aileron servo bridle cable with the turnbuckle clockwise to the center of the
capstan and attach it with the locking plate and screw to the outboard cable groove for
the autopilot on the quadrant.
(b) Wrap the aileron servo bridle cable without the turnbuckle counterclockwise to the center
of the capstan and attach it with the locking plate and screw to the inboard cable groove
for the autopilot on the aileron quadrant.
(4) Install and safety wire the cable guards.
(5) Using the turnbuckle, temporarily adjust the aileron servo bridle cable tension to 50 pounds (at
59°F).
(6) Remove the rig pins.
(7) Move the control surface through full travel several times and verify cable/clamp clearance and
that no binding exists.
(8) Install the rig pins.
(9) Using the turnbuckle, adjust the servo cable tension to the tension shown in the tension graph
(Ref. Figure 201 and Figure 202) and safety the turnbuckle.
(11) Perform a ground test of the autopilot/flight director system in accordance with the Pilot's
Operating Manual.
(12) Install the center aisle floor panel (163BTC, Chapter 06-50-00) and carpet (Ref. Chapter 25-20-
01) just forward of the rear spar.
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Aileron and Elevator Servo Bridle Cable Tension Graph

22-10-03 Page 202

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MAINTENANCE MANUAL
Aileron Servo Bridle Cable Installation

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RUDDER SERVO BRIDLE CABLE - MAINTENANCE PRACTICES
1. Procedures
A. Removal
(1) Remove fuselage access panels 311AL, 311BL, 312AR and 312BR (Ref. Chapter 06-50-00,
FUSELAGE ACCESS PANELS).
(2) Loosen the cable turnbuckle.
(3) Disconnect the servo bridle cables from the rudder torque shaft bellcrank and from the primary
rudder cable by removing the cable clamp and the locking plates and screws.
(4) Remove the cable guard pins from the servo.
(5) Unwrap the bridle cables, cut the safety wire and remove the cable retaining screws, and remove
the bridle cables from the capstan.
NOTE: Before the autopilot rudder control cables can be rigged, the rudder flight control
primary cables must be rigged (Ref. Chapter 27-20-02, RUDDER CONTROL SYSTEM
RIGGING).
(1) With the rudder in the neutral position, place one rig pin in the front rudder bellcrank and another
in the rig pin hole in the torque shaft assembly of the aft bellcrank.
(2) Attach the bridle cables to the capstan and install and safety wire the cable retaining screws.
(3) Working through the right side access panel opening wrap the servo bridle cables on the capstan
as follows:
(a) Wrap the bridle cable with the turnbuckle clockwise (as viewed from the capstan cover
side), to the center of the capstan and attach it to the primary rudder cable with the cable
clamp.
(b) Wrap the bridle cable without the turnbuckle counterclockwise (as viewed from the capstan
cover side), to the center of the capstan and connect it to the rudder torque shaft bellcrank
with the locking plate and screw.
(4) Install the cable guard pins.
(5) Using the turnbuckle, temporarily set the rudder cable tension to approximately twice the
required setting indicated by the tension graph in Figure 201.
(7) Move the control surface through full travel several times to verify cable/clamp clearance and
with no binding.
(9) Using the turnbuckle, adjust the servo cable to the tension shown in the graph in Figure 201 and
safety the turnbuckle.
(11) Perform the YAW DAMP/RUDDER BOOST CHECK or the AUTOPILOT CHECK procedure in
(12) Install fuselage access panels 311AL, 311BL, 312AR and 312BR (Ref. Chapter 06-50-00,
C. Tensioning
(1) Remove fuselage access panel 312BR (Ref. Chapter 06-50-00, FUSELAGE ACCESS
PANELS).
(2) Install rig pin (2) (20, Table 1, Chapter 27-00-00) in the hole in the rudder aft torque shaft
(1) assembly. Using minimum force, try to manually move the rudder to verify proper rig pin
installation (Ref. Figure 203).
NOTE: Do not measure the tension when the temperature is varying rapidly or with the
airplane located in direct sunlight.
(3) Allow the temperature of the airframe to stabilize before measuring and adjusting the cable
tension.
(4) Measure the temperature in the compartment next to the rudder servo cables.
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(5) Read the pounds of tension required for the measured temperature (Ref. Figure 201 Rudder
Servo Cable Tension Graph).
(6) Position a cable tensiometer (9, Table 1, Chapter 27-00-00) on the rudder servo cable and
measure the cable tension. Cable diameter is noted in Figure 201.
NOTE: Cable tension tolerance is ± 3 pounds of the tension found in Figure 201.
(7) Using the turnbuckle, temporarily set the rudder servo cable tension to approximately twice the
required setting indicated by the tension graph in Figure 201.
(8) Remove rig pin (2) from the rudder aft torque shaft (1) (Ref. Figure 203).
(9) Move the control surface through full travel three times to verify cable/clamp clearance and no
binding.
(10) Install rig pin (2) (20, Table 1, Chapter 27-00-00) in the rudder aft torque shaft (1) (Ref. Figure
203).
(11) Using the turnbuckle, adjust the rudder servo cable to the tension shown in the graph in Figure
201 and install safety clips.
(13) Perform the YAW DAMP/RUDDER BOOST CHECK or the AUTOPILOT CHECK procedure in
(14) Install fuselage access panel 312BR (Ref. Chapter 06-50-00, FUSELAGE ACCESS PANELS).
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Rudder Servo Bridle Cable Tension Graph

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Rudder and Elevator Servo Bridle Cable Installation

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MAINTENANCE MANUAL
Rudder Aft Torque Shaft Rig Pin Installation

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ELEVATOR SERVO BRIDLE CABLE - MAINTENANCE PRACTICES
1. Procedures
A. Removal
(1) Remove fuselage access panels 311BL and 312BR. Remove fuselage access panels 311AL
and 312AR if required for ease of maintenance (Ref. Chapter 06-50-00, FUSELAGE ACCESS
PANELS).
(2) Disconnect the servo bridle cables from the main elevator control cables by removing the clamps
and attaching bolts.
(3) Remove the cable guard pins from the servo.
(4) Unwrap the bridle cables from the capstan, cut the safety wire and remove the cable retaining
screws and remove the cables from the capstan.
NOTE: Before the autopilot elevator control cables can be rigged, the elevator flight control
primary cables must be rigged (Ref. Chapter 27-30-02, ELEVATOR CONTROL SYSTEM
RIGGING).
(1) Install one rig pin in the forward bellcrank and the other in the elevator bellcrank. Access to the
aft elevator bellcrank is through an opening in the skin on the left side of the vertical stabilizer
just below the horizontal stabilizer.
(2) Attach the servo bridle cables to the capstan.
(3) Install the cable retaining screws and safety.
(4) Wrap the bridle cables on the capstan as follows:
NOTE: For an initial starting position, ensure the cable clamps are located at the dimension
shown in Chapter 22-10-04, Figure 202.
(a) Wrap the bridle cable with the turnbuckle clockwise to the center of the capstan; route the
cable through the idler pulley (if installed) and attach it to the main elevator-up cable with
the cable clamp.
(b) Wrap the servo bridle cable without the turnbuckle counterclockwise to the center of the
capstan; route the cable through the idler pulley (if installed) and attach it to the main
elevator-down cable with the cable clamp.
(5) Install the cable guard pins.
(6) Using the turnbuckle, temporarily set the elevator servo cable tension at approximately twice the
required setting indicated by the graph in Chapter 22-10-03, Figure 201.
(8) With the elevator in both the elevator-up and elevator down positions, ensure there is a minimum
of 0.50 inch clearance between the cable clamps and the surrounding aircraft structure.
(9) Move the control surface through full travel several times to verify cable/clamp clearance with
no binding.
(11) Using the turnbuckle, adjust the servo cable to the tension shown in the graph in Chapter 22-
10-03, Figure 201 and safety the turnbuckle.
(13) Perform a ground test of the autopilot/flight director system in accordance with the Airplane Flight
Manual P/N 129-590000-3.
(14) Install the access plates on the aft fuselage just aft and below the stabilon.
C. Tensioning
NOTE: Before the autopilot elevator servo cables can be tensioned, the elevator flight control
primary cables must be rigged.
(1) Remove fuselage access panel 311BL (Ref. Chapter 06-50-00, FUSELAGE ACCESS
PANELS).
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(2) Remove the lower aft rig pin hole access panels 331FL on the left and right side of the
upper vertical stabilizer (Ref. Chapter 06-50-00, HORIZONTAL AND VERTICAL STABILIZER
ACCESS PANELS).
(3) Move the elevator surface (1) and install a rig pin (3) (20, Table 1, Chapter 27-00-00) in the
aft elevator bellcrank through the vertical stabilizer (4). Using minimum force try to manually
move the elevators up and down to verify that the rig pin is correctly installed. Ensure that the
elevators do not move. Look at the opposite side of the vertical stabilizer to verify that the rig
pin has protruded (Ref. Figure 201).
(4) Allow the temperature of the airframe to stabilize before measuring and adjusting the cable
tension.
(5) Measure the temperature in the compartment next to the elevator servo cables.
(6) Refer to Aileron and Elevator Servo Cable Tension Graph, Chapter 22-10-03, Figure 201 and
read the pounds of tension required for the measured temperature.
(7) Position a cable tensiometer (9, Table 1, Chapter 27-00-00) on the elevator servo cable and
measure the cable tension. Cable diameter is noted in Chapter 22-10-03, Figure 201.
NOTE: Cable tension tolerance is ± 2 pounds of the tension found in Chapter 22-10-03,
Figure 201.
(8) Using the turnbuckle Chapter 22-10-04, Figure 202, temporarily set the elevator servo cable
tension to approximately twice the required setting indicated by the tension graph in Chapter
22-10-03, Figure 201.
(9) Remove rig pin (3) from the aft elevator bellcrank (6) (Ref. Figure 201).
(10) Move the control surface through full travel three times to verify cable/clamp clearance and no
binding. If binding is detected, perform the ELEVATOR SERVO BRIDLE CABLE INSTALLATION
AND RIGGING procedures in this section.
(12) Using the turnbuckle, Chapter 22-10-04, Figure 202, adjust the elevator servo cable to the
tension shown in the Chapter 22-10-03, Figure 201 and install safety clips.
(14) Install the lower aft rig pin hole access panels 331FL on the left and right side of the upper
vertical stabilizer (Ref. Chapter 06-50-00, HORIZONTAL AND VERTICAL STABILIZER
ACCESS PANELS).
(15) Perform a ground test of the autopilot/flight director system in accordance with the Airplane Flight
Manual P/N 129-590000-3.
(16) Install fuselage access panel 311BL (Ref. Chapter 06-50-00, FUSELAGE ACCESS PANELS).
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Elevator Aft Bellcrank Rig Pin Installation

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ELEVATOR TRIM SERVO PRIMARY TRIM TAB CABLE (AIRPLANES WITH COLLINS
APS-65H AUTOPILOT) - MAINTENANCE PRACTICES
1. Procedures
A. Removal
(1) Remove the left passenger compartment seats just aft of the rear spar (Ref. Chapter 25-20-00).
(2) Remove carpet and floor panel 171AT from the left side of the airplane (Ref. Chapter 25-20-01)
for carpet removal and Chapter 06-50-00 for floor panel locations.
(3) Remove the cable guards from the servo capstan (Ref. Figure 202).
(4) Unwrap the primary trim tab cable from the capstan, cut the safety wire from the cable retaining
screws and remove from the capstan.
B. Installation
(1) Position left primary trim tab cable in the recess of capstan and install and safety wire the
retaining screws (Ref. Figure 202, Detail C).
(2) Route primary trim tab cable under the cable idler and up around the servo pulley (approximately
3/4 turn), then route cable under the remaining cable idler (Ref. Figure 202, Detail E).
(3) Move the cables through full travel several times and verify cable-clamp clearance and that no
binding exists. Cable clamps should be a minimum of 1.0 inch apart at their closest point in
travel.
(4) Adjust the cable tension and check for proper travel (Ref. Figure 201).
(5) Check tab rigging (Ref. ELEVATOR TRIM TAB RIGGING procedure in Chapter 27-30-05).
(6) Check for removal of all rig pins.
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Elevator Trim Servo Primary Trim Tab Cable Tension Graph (Airplanes With Collins APS-65H Autopilot)
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Elevator Trim Servo Primary Trim Tab Cable Installation (Airplanes With Collins APS-65H Autopilot)
22-10-06 Page 203

CHAPTER
23
COMMUNICATIONS
BEECHCRAFT®
MAINTENANCE MANUAL

23-Title Page 1
23-00-00 Pages 1-6 May 1/2019
23-10-00 Page 1 May 1/2019
23-10-00 Pages 201-205 May 1/2019
23-30-00 Page 1 May 1/2019
23-30-00 Page 201 May 1/2019
23-50-00 Page 1 May 1/2019
23-50-00 Page 201 May 1/2019
23-60-00 Page 1 May 1/2019
23-60-00 Page 101 May 1/2019
23-60-00 Pages 201-204 May 1/2019
23-70-00 Pages 1-2 May 1/2019
23-70-00 Page 101 May 1/2019
23-70-00 Pages 201-204 May 1/2019

MAINTENANCE MANUAL

Temporary Revision
Number
BEECHCRAFT®
MAINTENANCE MANUAL
CONTENTS
COMMUNICATIONS - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-00-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-00-00 Page 1
SPEECH COMMUNICATIONS - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . 23-10-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-10-00 Page 1
SPEECH COMMUNICATIONS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . 23-10-00 Page 201
COMM 1 and COMM 2 Controllers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-10-00 Page 201
VHF Transceiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-10-00 Page 201
COMM Antennas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-10-00 Page 201
PASSENGER ADDRESS AND ENTERTAINMENT - DESCRIPTION AND OPERATION 23-30-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-30-00 Page 1
PASSENGER ADDRESS AND ENTERTAINMENT - MAINTENANCE PRACTICES . . . . 23-30-00 Page 201
Passenger Briefer Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-30-00 Page 201
Passenger Briefer Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-30-00 Page 201
Passenger Briefer Relay Box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-30-00 Page 201
AUDIO INTEGRATING - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 23-50-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-50-00 Page 1
AUDIO INTEGRATING - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-50-00 Page 201
Audio System Units (DB-437, DB-207 AND DB-605) . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-50-00 Page 201
STATIC DISCHARGING - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . 23-60-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-60-00 Page 1
STATIC DISCHARGING - TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-60-00 Page 101
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-60-00 Page 101
STATIC DISCHARGING - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-60-00 Page 201
Static Discharger. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-60-00 Page 201
AUDIO MONITORING - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 23-70-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-70-00 Page 1
AUDIO MONITORING - TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-70-00 Page 101
Audio Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-70-00 Page 101
AUDIO MONITORING - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-70-00 Page 201
Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-70-00 Page 201
Voice Recorder Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-70-00 Page 201
Impact Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-70-00 Page 201
Remote Microphone. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-70-00 Page 202
BEECHCRAFT®
MAINTENANCE MANUAL
COMMUNICATIONS - GENERAL
1. General
All communications controls are installed in an edge-lighted avionics panel which is centrally located in
the instrument panel. A master avionics switch is included in the left outboard subpanel. Two dynamic
microphones, two headsets and two speakers are located in the crew compartment with microphone
control switches installed in each control wheel. Static discharge wicks and all necessary antennas
and wiring are included in the avionics package.
Communication with from the flight crew to the passengers can be made manually for specific messages
or automatically through the passenger briefing system, which will convey selected prerecorded
messages for takeoff, landing, etc.
A voice recorder unit installed in the airplane records and preserves the last 30 minutes of all voice
communications received or transmitted by the flight crew during a flight, in case of an airplane incident
investigation.
The communications installations on the following pages are typical of the installations used in the
airplane. However, because of the many variations of equipment and installations, your airplane
may differ somewhat from the installations described herein. Maintenance on any of the avionics
communications equipment other than removal and installation of components or wiring should only be
performed by qualified personnel who are totally familiar with all avionics equipment functions. For specific
information applicable to individual airplanes, refer to the Model 1900D Airliner Wiring Diagrams and to
the appropriate supplier equipment operator's manuals furnished with each airplane. The following list is
provided for acquisition of some of the manuals which may be required for maintenance of the equipment
installed in the airplane. Refer to the LATEST revision of these manuals when maintenance is performed.
A. DB Systems Publication
DB Systems Inc., Redmond, WA 98502
• P/N 207 - Passenger Speaker Amplifier Equipment Manual,
• P/N 605 - Aural Warning Tone Generator Equipment Manual,
• P/N 437 - Audio Control Amplifier
B. Collins Publication
Collins Radio, Cedar Rapids, IA
• P/N 523-0771859, VHF Comm Transceiver Maintenance Manual
C. Hucab Publication
Heads Up Technologies, Carrollton, TX 75066
• P/N 523-0771859, VHF Comm Transceiver Maintenance Manual
D. Fairchild Publication
Fairchild Weston, Data Systems Div., Sarasota, FL
• P/N 23-70-01 - A100A Cockpit Voice Recorder Component Maintenance Manual and Illustrated
Parts List
E. Special Tools and Recommended Materials
The special tools and recommended materials listed in Tables 1 and 2 as meeting federal, military
Aviation Inc. Any product conforming to the specification may be used subject to availability. The
products included in these Tables have been tested and approved for aviation usage by Textron
Aviation Inc., by the supplier, or by compliance to the applicable specifications. GENERIC OR
LOCALLY MANUFACTURED PRODUCTS WHICH CONFORM TO THE REQUIREMENTS OF THE
SPECIFICATION MAY BE USED EVEN THOUGH NOT INCLUDED IN THE TABLE. Only the basic
23-00-00 Page 1
BEECHCRAFT®
MAINTENANCE MANUAL

1. Cleaner O-T-634 Tricloroethane B.F. Goodrich Akron, OH
2. Sealer EC1239B1/2 Minnesota Mining & Mfg.
Co. St. Paul, MN
Accurabond 863 Accurabond Inc.
Memphis, TN
Pro Seal 890 P.R.C. Corp. Glendale,
CA
3. Coating MIL-C-5541 Alodine 1200 Amchem Products Inc.
Garden St., Ambler, PA
1900
4. Cleaner TT-T-548 Toluol (Toluene) Obtain locally
5. Solvent PD-680, Type III Obtain locally
6. Silver-Filled 610-1016 Dayton/Grainger
Conductive Adhesive P.O. Box 350550 Ft.
Lauderdale, FL 33335
7. Clear Lacquer MIL-L-6806 Obtain locally
8. Wiping Cloth/Cheese AMS 3819 Type 1 grade Cheese Cloth/Rymple American Fiber &
cloth A or Type 2 grade A Cloth Finishing 225 N. Depot
St. Albemarle, NC 28001

1. Megohmmeter 2471F Barfield Instrument Check Static Dischargers
Corporation 1478 Central
Avenue, Atlanta, GA
39344
2. Milliohmmeter 580A Keithley Instruments Check Static Discharger
Inc. 28775 Aurora Road Base Mounts
Cleveland, OH. 44139
F. Communications Electrical Components

The following (Figure 1, Figure 2, Figure 3, and Figure 4) are illustrations depicting typical electrical
panels used in this airplane. The actual location of components may vary slightly on each individual
airplane because of optional equipment. Large arrows have been placed on each illustration to aid in
locating the electrical components applicable to this Chapter.
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RH Circuit Breaker Panel (UE-2 thru UE-53 and UE-55 thru UE-61)
Figure 1 (Sheet 1)
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MAINTENANCE MANUAL
RH Circuit Breaker Panel (UE-54 and UE-62 thru UE-92)

Figure 2 (Sheet 1)
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MAINTENANCE MANUAL
RH Circuit Breaker Panel (UE-93 and After)

Figure 3 (Sheet 1)
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Typical Pedestal and Pedestal Extension Assembly

Figure 4 (Sheet 1)
23-00-00 Page 6
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MAINTENANCE MANUAL
SPEECH COMMUNICATIONS - DESCRIPTION AND OPERATION
1. General
The standard system installed in the airplane for communication with ground installations or with another
airplane is the Collins VHF-22A. Two systems installed in the airplane are designated COMM 1 and
COMM 2.
The VHF-22A (very high frequency) communication system consists two transceivers installed in the nose
avionics compartment. The COMM 1 and COMM 2 antennas are located just aft of the cabin entrance door
on top of the fuselage and just aft of the wing on the fuselage belly. The VHF transceivers are operated by
two separate COMM 1 and COMM 2 controllers installed in the avionics section of the instrument panel.
23-10-00 Page 1
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SPEECH COMMUNICATIONS - MAINTENANCE PRACTICES
1. COMM 1 and COMM 2 Controllers

A. Removal
(1) Remove all electrical power from the airplane and disconnect the battery.
(2) Loosen the three captive allen screws which secure the controller to the radio panel (Ref. Figure
201).
(3) Pull the controller out of the radio panel and disconnect the connector.
NOTE: Use padding as required to prevent marring the finish of the radio or instrument
panels.
(4) Remove the controller from the airplane.

B. Installation
NOTE: Use padding as required to prevent marring the finish of the radio or instrument panels.
(1) Ensure that all electrical power is off and the battery is disconnected.
(2) Position the controller near the radio panel and connect the electrical connector to the controller
(Ref. Figure 201).
(3) Slide the controller into position in the radio panel.
(4) Tighten the allen screws in the controller to secure the controller to the radio panel.
(6) Perform a ramp check of the system associated with the component installed.
2. VHF Transceiver
A. Removal
NOTE: The VHF-22A transceivers are mounted in a stacked position on the lower shelf in the
RH nose avionics compartment (Ref. Figure 202). Each unit can be removed and
reinstalled individually.
(2) Open the RH nose compartment door.
(3) Loosen the thumbscrews and allow them to fall away from the transceiver unit.
(4) Lift the handle on the outboard end of the unit and carefully slide the unit from its mounting
tray. The electrical connector located on the inboard end of the unit will disengage as the unit is
removed.
B. Installation
(1) Ensure that all electrical power is off the airplane and the battery is disconnected.
(2) Carefully slide the transceiver unit into the mounting rack and align the electrical connector on
the inboard end of the unit with the mounting rack connector (Ref. Figure 202). The connector
will automatically engage as the unit slides into position.
(3) Lower the handle on the outboard end of the unit and position and tighten the thumbscrews to
retain the unit in the mounting tray.
(4) Restore electrical power to the airplane and close the nose compartment door.
3. COMM Antennas
A. Removal
(2) Remove the attaching hardware from around the antenna base (Ref. Figure 203).
(3) Carefully break the seal between the antenna and the airplane skin surface.
(4) Disconnect the coaxial cable from the antenna and secure the cable so it will not fall into the
opening in the airplane skin.
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Typical Avionics Instrument Panel

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Typical Nose Compartment Avionics Component Installation

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(5) Remove the antenna from the airplane.

B. Installation
(2) Perform antenna bonding procedures as described in this section.
(3) Connect the coaxial connector to the antenna and position the antenna for installation (Ref.
Figure 203).
(4) Secure the antenna to the airplane skin with the attaching hardware.
C. Antenna Bonding Procedures
NOTE: The pattern and efficiency of an antenna is dependent upon a low impedance (Z) path
to the ground plane. It is imperative that a uniform resistance and capacitance be
maintained between the contacting surface of the antenna and the surface on which it is
mounted. The mating surface between the antenna and the base must be smooth and
contoured to match, keeping the mating surfaces in actual contact.
(1) Determine the contact area of the antenna to be mounted.

(2) Using cleaner (1, Table 1, 23-00-00) clean all grease, oil, and other nonconductive films from
the contact surfaces of the antenna, spacers, and the mounting surface of the fuselage.
WARNING: Use trichloroethane solution only in an adequately ventilated

area.
(3) Clean nonsoluble films from the contacting surfaces by sanding and polishing with fine garnet
paper or silicon carbide, taking care not to remove excessive metal. Small areas on an aluminum
surface may be cleaned with a stainless steel wire brush. The area should then be brushed clean
and wiped with cleaner (1, Table 1, 23-00-00) and a clean cloth.
CAUTION: Do not use emery or iron oxide paper/cloth in removing nonsoluble

films from the contact area.
(4) Apply coating (3, Table 1, 23-00-00) to the area with a clean pad, sponge, or equivalent
applicator. Keep the area wet for 5 minutes or until a film develops.
WARNING: Use rubber gloves when handling alodine.

(5) Using low pressure water, gently wash the area to neutralize and remove the Alodine coating.
(6) Allow the area to thoroughly dry for a maximum of one hour prior to installation of the mating
parts. If the drying time exceeds one hour, retouch the area with Alodine and neutralize with
water
(7) Attach the coaxial cable to the antenna. Any excess coaxial cable should be stored inside the
airplane. Apply sealer (2, Table 1, 23-00-00) around the coaxial cable where it passes through
the skin.
CAUTION: Do not alter the length of any coaxial cable. A change in length
could affect system operation.
(8) Install the antenna with the attaching screws. All screws should be uniformly torqued. Refer to
Chapter 20-01-00 for torquing information.
NOTE: If the screws are not uniformly torqued, the radiation pattern of the antenna may be
affected.
(9) Seal around the entire periphery of the antenna with sealer (2, Table 1, 23-00-00).
(10) Retouch the painted area around the antenna as required.
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Communication Antenna Removal/Installation

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PASSENGER ADDRESS AND ENTERTAINMENT - DESCRIPTION AND OPERATION
1. General
A. Cabin Briefer
A passenger briefing system is installed in the airplane to communicate standard procedures to be
followed during various flight configurations of the airplane. The system consists of a controller in
the pedestal extension, and relays and a computer mounted on the floor beneath the copilot's seat.
A 6-position switch with positions for TAKEOFF, LANDING and TURBULENCE enables the flight
crew to convey computer prerecorded messages to the passengers as selected on the controller.
The STANDBY position turns the unit off, and the remaining two selector positions, OPTION
AND AUTOBRIEF, provide further information as requested by the owner and prerecorded by the
manufacturer. Refer to the manufacturer's user's manual furnished with the system installed for
instructions regarding use of these selector positions. When the selector is turned to any position
other than STANDBY, the unit is activated by pressing the SEND/CANCEL button. Messages may
be interrupted in progress by pressing the SEND/CANCEL button or by pressing the microphone key.
When the SEND/CANCEL button is pressed, the unit will return to the beginning of the interrupted
sentence, but if interrupted by the microphone key, the message will continue from the interrupted
point approximately 2 seconds after the key is released. Power to the unit is provided through a
2-ampere circuit breaker in the RH circuit breaker panel.
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PASSENGER ADDRESS AND ENTERTAINMENT - MAINTENANCE PRACTICES
1. Passenger Briefer Controller

A. Removal
(2) Release the two Dzus fasteners which secure the cabin briefer controller to the pedestal
extension.
(3) Carefully lift the controller from the pedestal extension and disconnect the electrical connector
from the back of the controller.
(4) Remove the controller from the airplane.
B. Installation
(2) Connect the electrical connector in the pedestal extension to the connector on the back of the
cabin briefer controller.
(3) Carefully lower the controller into position in the pedestal extension and secure it with the two
Dzus fasteners.
(4) Connect electrical power to the airplane and check the unit for proper operation.
2. Passenger Briefer Computer

A. Removal
(2) Remove the copilot's seat as described in Chapter 25-10-00.
(3) Disconnect the electrical connectors from the cabin briefer computer, which is mounted on the
floor panel between the copilot's seat tracks.
(4) Remove the four attaching screws and remove the computer from the airplane.
B. Installation
(1) Place the computer in position on the RH flight compartment floor panel between the copilot's
seat tracks and secure it with the four attaching screws.
(2) Connect the electrical connectors to the computer.
(3) Install the copilot's seat as directed in Chapter 25-10-00.
3. Passenger Briefer Relay Box

A. Removal
(2) Remove the copilot's seat as directed in Chapter 25-10-00.
(3) Disconnect the electrical connector from the relay box.
(4) Remove the two screws from the relay box cover and remove the cover.
(5) Remove the two screws which attach the relay box to the floor panel between the copilot's seat
tracks and remove relay box.
B. Installation
(1) Place the relay box in position between the copilot's seat tracks and secure it with the two
attaching screws.
(2) Install the cover on the relay box and secure it with the two attaching screws.
(3) Connect the electrical connector to the relay box.
(4) Install the copilot's seat as directed in Chapter 25-10-00.
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AUDIO INTEGRATING - DESCRIPTION AND OPERATION
1. General
The audio integrating system consists of an audio control panel, two flight compartment speakers with
jacks for pilot and copilot headphones and microphones, dual audio amplifiers, a passenger speaker
amplifier and a supplemental aural warning tone generator.
The audio control panel provides control over both transmission and reception of all communication and
navigation equipment installed in the airplane. ON/OFF switches, selector switches and volume controls
are provided for pilot and copilot control of each individual audio system.
The two audio control amplifiers (DB-437) operate independently for the pilot and copilot systems. Both
units are mounted on a hinged shelf in the upper nose avionics compartment, adjacent to the passenger
speaker amplifier and the supplemental aural warning tone generator. Both audio control units are
remotely controlled electronic units which operate on command from switches and potentiometers on
the audio control panel on the avionics instrument panel in the flight compartment. A voice-activated
switch is incorporated into each unit in series with microphone input to reduce interphone noise, allowing
interphone operation without ambient noise when the crew is talking. Microphone audio is recorded at
all times on the cockpit voice recorder.
The passenger speaker amplifier (DB-207) provides chime tones and paging audio to the cabin speakers
and a signal to mute the stereo during paging. Aural warning tones to the cockpit headphones and
speaker amplifiers are provided for stall warning, landing gear warning, etc. The DB-207 is a remotely
controlled electronic unit which operates from flight compartment controls and fault detection equipment.
The aural warning tone generator (DB-605) provides additional warning tones to those of the existing
aural warnings provided by the passenger speaker amplifier (DB-207). The aural warning tone generator
also is a remotely controlled electronic unit which operates on command from fault detection equipment.
For additional information on the aural warning system refer to Chapter 31-50-00.
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AUDIO INTEGRATING - MAINTENANCE PRACTICES
1. Audio System Units (DB-437, DB-207 AND DB-605)

Maintenance of audio equipment, other than removal and installation of components, should only be
performed by qualified personnel who are totally familiar with the function of the equipment. For specific
information applicable to the audio amplification equipment installed in the airplane, refer to the Model
1900D Airliner Wiring Diagrams and to the appropriate vendor equipment manuals.
A. Removal
(1) Turn off all electrical power and disconnect the battery.
(2) Open the LH nose avionics compartment door (Ref. 23-10-00, Figure 202).
(3) Remove all avionics components from the left side of the middle avionics shelf.
(4) Remove the three screws which secure the hinged upper avionics shelf to the upper nose
compartment structure.
(5) Swing the hinged shelf down to gain access to the audio units.
(6) Locate the unit to be removed on the aft end of the shelf and disconnect the electrical connector
from the unit.
(7) Disconnect the bond jumper from the inboard end of the unit by removing the attaching screw
from the base of the unit.
(8) Remove the remaining screw from the aft end of the unit and remove the unit from the airplane.
B. Installation
(1) Place the unit in position on the hinged shelf and connect the bond jumper by installing it with
the inboard attaching screw on the unit (Ref. 23-10-00, Figure 202).
(2) Install the remaining attaching screw on the outboard end of the unit.
(3) Connect the electrical connector to the unit.
(4) Close the hinged upper avionics shelf and secure it with the three attaching screws.
(5) Install all avionics components on the middle avionics shelf.
(6) Close the LH nose compartment door and restore electrical power to the airplane.
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STATIC DISCHARGING - DESCRIPTION AND OPERATION
1. General
A static electrical charge may build up on the surface of the airplane while it is in flight. This electrical
charge, if retained, can cause interference in radio, avionics and electrical equipment operation. Static
buildup can also effect an uncomfortable discharge through personnel disembarking from the airplane
after landing; therefore, static dischargers are installed on the trailing edges of the flight surfaces. The
static dischargers keep the build up of static charge at a minimum by continuously releasing it back into
the atmosphere. The static dischargers installed on the horizontal stabilizer tips and the horizontal
stabilizer forward bullet are 3.93 to 4 inches in length. The static dischargers installed on all other
locations are 6.30 to 6.37 inches in length.
Airplane serials UE-1 thru UE-326 that do not have Kit Nos. 114-4054 or 129-4023 installed have static
dischargers installed in the following places: two on each winglet, three on each aileron, three on
each elevator, four on the rudder, one on each tail-let, one on each stabilon, one on each horizontal
stabilizer tip, one on top of the horizontal stabilizer bullet, one on the aft horizontal stabilizer bullet and
one on each ventral strake.
Airplane serials UE-1 thru UE-326 that have Kit No. 114-4054 installed but do not have Kit No. 129-4023
installed and airplane serials UE-327 thru UE-379 that do not have Kit No. 129-4023 installed will have
only one or nether of the stabilons with a static dischargers attached.
Airplane serials UE-1 thru UE-326 that have Kit Nos. 114-4054 and 129-4023 installe d and airplane
serials UE-327 thru UE-379 that have Kit No. 129-4023 installed and airplane serials UE-380 and after
will not have static dischargers installed on the rudder or on the forward bullet. Only one or neather of the
stabilons will have a static discharger attached.
NOTE: Due to the weight difference of available static dischargers, it is recommended that all static
dischargers on a control surface be of the same type and brand to avoid balancing the control
surface for each discharger replacement.
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STATIC DISCHARGING - TROUBLESHOOTING
1. Procedures
When there is a noticeable or a suspected buildup of static effects due to precipitation or if a lightning
strike has occurred, an inspection must be accomplished. Perform the inspection procedure for the static
dischargers and control surface bonding jumpers (Ref. Model 1900 Airliner Series Corrosion Control
Manual, P/N 114-590021-197, Chapters 23-60-01 and 23-60-02).
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STATIC DISCHARGING - MAINTENANCE PRACTICES
1. Static Discharger
A. Inspection
The static dischargers should be inspected at the proper interval (Ref. Chapters 05-20-02 and 05-20-
07). To functionally check, measure the resistance of the static discharger with a megohmmeter (1,
Table 2, 23-00-00) at a minimum of 500 volts, a lesser test voltage will not generate a leakage rate
sufficient to provide an accurate reading.
When there is a noticeable or a suspected buildup of static effects due to precipitation or if a lightning
strike has occurred perform the inspection procedure for the static dischargers and control surface
bonding jumpers (Ref. Model 1900 Airliner Series Corrosion Control Manual, P/N 114-590021-197,
Chapters 23-60-01 and 23-60-02).
NOTE: To ensure the best possible functioning of the static dischargers, the resistance between
the mounting base of the static discharger and the central grounding point must be 0.1
ohm or less. The resistance between the mounting base of static dischargers mounted
on composite surfaces such as the tail lets and stabilons to the central grounding point
should be 20 ohms or less. If resistances in excess of this amount are encountered, the
mounting base should be removed and replaced. The resistance between the control
surface on which the static discharger is attached and the central ground point must
be less than 0.01 ohm. In order to make these small resistance measurements use
a milliohmmeter (2, Table 2, 23-00-00).
WARNING: Electrical shock can result if the megohmmeter is improperly

used. Refer to the applicable Manufacturer's operating handbook
for proper operating procedures.
(1) Connect one megohmmeter test lead to the metal tip on the static discharger (on dischargers
that have bristles instead of the metal tip use an alligator clip on the meter lead and clamp as
many of the bristles as possible).
(2) Connect the other megohmmeter test lead to the static discharger base mount.
(3) Place the megohmmeter power switch to ON and observe meter indication. For trailing edge
mounted dischargers the acceptable resistance range is 6 to 200 megohms. For tip mounted
dischargers the acceptable range is 6 to 120 megohms. If a given discharger reads outside of the
appropriate range, it must be replaced (Ref. Figure 201). Perform the STATIC DISCHARGER
REMOVAL and the STATIC DISCHARGER INSTALLATION procedures in this section.
(4) Check the resistance for the new static discharger. If the resistance is still too high, the threaded
portion of the base mount is corroded. Base mount removal and installation procedures are
different depending on if the base mount is located on an aluminium surface, on a stabilon,
or on a composite surface. Perform the appropriate removal and installation procedure in this
Chapter.
(5) Place the megohmmeter power switch to off and disconnect the test leads.
B. Base Mount Removal
NOTE: The static discharger base mounts need not be removed unless the resistance
requirements under the TO CHECK RESISTANCE BETWEEN DISCHARGER BASE
MOUNT AND AIRFRAME section of the corrosion control manual are not met (Ref.
Model 1900 Airliner Series Corrosion Control Manual, P/N 114-590021-197, Chapters
23-60-01 and 23-60-02).
Static dischargers on the stabilons are installed in tubes which are bonded into the stabilon
tips. Special procedures are required for replacement of these mounts which are covered
separately under STABILON STATIC DISCHARGER BASE MOUNT REPLACEMENT
procedures in this section.
(1) Unscrew the discharger from the base mount.
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(2) Remove the screws and lock washers securing the base mount to the surface.
(3) Remove the base mount from the surface.
C. Base Mount Installation (On Aluminium Surfaces)
(1) Clean an area slightly larger than the area to be bonded (minimum 0.25 inch) by removing all
non-conductive material such as films, grease, oil, paints, metal finishes or other high resistance
elements with 3M No. 600 grit sandpaper or equivalent, and solvent (5, Table 1, 23-00-00). The
mating surface must be smooth and contoured so that maximum surface area is in contact.
NOTE: An acceptable substitute for the preceding may be used in accordance with
MIL-B-5087B (Bonding, Electrical and Lightning Protection for Aerospace Systems).
The alodine solution should have an amber color. If the solution is coffee colored it has
been contaminated. Repeat the cleaning procedure if contaminated alodine has
been applied to the bonding surface.
(2) Shake the coating (3, Table 1, 23-00-00) vigorously just prior to application, then apply to the
bonding surface with a clean Scotch Brite pad, sponge, brush or cloth.
(3) Keep the treated area wet with coating for approximately 3 to 5 minutes until a yellow color
develops. Should the coating not change color, it is an indication that the surface was not
properly cleaned.
NOTE: The bonding surfaces must be assembled within one hour of coating treatment.
Once dried, coating must be softened before it can be effectively used in bonding.
If more than an hour has passed, soften the coating by applying wet coating to
the dried surface.
(4) After the coating has changed color rinse the area with clean, deionized water and gently wipe
dry. Touch-up any areas where the coating does not cover the bonding surface. Care must be
taken not to damage the coating as it is still soft when bonding.
(5) Install the static discharger base mount, using the attaching screws and washers, onto
the aluminum surface. Perform the Steps for the TO CHECK RESISTANCE BETWEEN
DISCHARGER BASE MOUNT AND AIRFRAME section of the corrosion control manual (Ref.
Model 1900 Airliner Series Corrosion Control Manual, P/N 114-590021-197, Chapters 23-60-01
and 23-60-02).
(6) Perform the STATIC DISCHARGER INSTALLATION procedure.
(7) Perform STATIC DISCHARGER INSPECTION procedure in this section.
(8) Finish the surface area around the base mount attachment point with the original finish or a clear
lacquer (7, Table 1, 23-00-00).
D. Stabilon Mount Replacement
(1) Carefully remove the static discharger attach tube from the stabilon tip and clean out the hole to
0.19 inch diameter.
(2) Fill the hole with conductive adhesive (6, Table 1, 23-00-00) using a probe to help spread the
adhesive evenly inside of the hole.
(3) Apply conductive adhesive liberally to the outside diameter of the tube and insert the tube into
the hole until the end is flush with the trailing edge of the stabilon.
NOTE: Assure that the threads in the tube are protected from the adhesive as static
discharger installation could be hampered.
(4) Allow the adhesive to dry according to the adhesive manufacturer's instructions.
(5) After the adhesive is cured perform the Steps for the TO CHECK RESISTANCE BETWEEN
DISCHARGER BASE MOUNT AND AIRFRAME section of the corrosion control manual (Ref.
Model 1900 Airliner Series Corrosion Control Manual, P/N 114-590021-197, Chapter 23-60-02).
(6) Perform the STATIC DISCHARGER INSTALLATION procedure in this section.
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E. Base Mount Installation (On Composite Surfaces)
NOTE: Do not file, grind, sand or otherwise remove material from the surface. Clean with alcohol
only.
(1) Abrade with 180 grit sandpaper or finer to roughen the surface resin uniformly without damaging
the underlying fiber.
(2) Remove dust by vacuum and wipe the surface using a lint-free cleaning cloth (8, Table 1, 23-00-
00) dampened with isopropyl alcohol. Wipe in one direction until non-composite contaminants
are gone from surface. Wipe surface dry without letting alcohol evaporate.
(3) Install the static discharger base mount onto the composite surface. Perform the Steps for the
TO CHECK RESISTANCE BETWEEN DISCHARGER BASE MOUNT AND AIRFRAME section
of the corrosion control manual (Ref. Model 1900 Airliner Series Corrosion Control Manual, P/N
114-590021-197, Chapters 23-60-01 and 23-60-02).
(4) Perform the STATIC DISCHARGER INSTALLATION procedure in this section.
(6) Finish the surface area around the base mount attachment point with the original finish.
F. Static Discharger Removal
(1) Static dischargers may be removed by turning the threaded discharger assemblies
counterclockwise until they are disconnected from the base. The static discharger base
mounts need not be removed unless the resistance requirements under the TO CHECK
RESISTANCE BETWEEN DISCHARGER BASE MOUNT AND AIRFRAME section of the
corrosion control manual are not met (Ref. Model 1900 Airliner Series Corrosion Control
Manual, P/N 114-590021-197, Chapters 23-60-01 and 23-60-02).
(2) If the static discharger is to be reused, do not discard the lock washer installed on each static
discharger.
G. Static Discharger Installation
NOTE: When installing new static discharger assemblies, discard the lock nut which is installed
on each new static discharger assembly. This lock nut is used merely as a retainer nut to
ensure against loss of the lock washer.
(1) To ensure proper function of the static dischargers, all threaded connections should be cleaned
with cleaner (4, Table 1, 23-00-00) prior to installation of the static dischargers.
(2) Apply one drop of Locktite 222 thread locker to the threads of the discharger and insert the
threaded connection, with the lock washer installed, into the base mount. Screw the discharger
in by hand until the lock washer is completely compressed.
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Static Discharger Installation

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AUDIO MONITORING - DESCRIPTION AND OPERATION
1. General
A. Cockpit Voice Recorder
(1) The voice recorder installed in the airplane consists of four main components: a control unit
mounted in the pedestal extension, a remote microphone in the glareshield and a recorder
unit and impact switch mounted beneath the center aisle floorboards just forward of the cargo
compartment. The cockpit voice recorder has four separate input channels to record all voice
communications received or transmitted in the crew compartment. An underwater locator
beacon is attached to the front of the recorder for easy removal and for easy viewing of the
battery expiration date. The locator beacon must be functionally tested every 24 months to
ensure proper operation. Electrical power to the recorder is provided by the triple fed bus and
circuit protection is provided by a 5-ampere circuit breaker in the RH circuit breaker panel. The
impact switch, located just forward of F.S. 408.250 and the recorder unit, interrupts electrical
power to the recorder on impact to prevent erasure of tape or memory. The control unit provides
a bulk erase feature with an interlock through the ground squat switch to prevent accidental
erasure. The control unit also has a test switch, test indicator and a monitor jack.
(2) The airplane may be equipped with any one of various recorders. All provide for at least 30
minutes of all voice communications received or transmitted from the crew compartment. Input
to the cockpit voice recorder is from the following four sources: Channel 1 - Pilot and copilot
transmissions over the cabin pager or automatic cabin briefer. Channel 2 - Copilot's audio, boom,
mask and hand-held microphone input. Channel 3 - Pilot's audio, boom, mask and hand-held
microphone input. Channel 4 - Cockpit area microphone.
(3) The headset monitor jack on the control panel provides a means of monitoring all audio data that
is being input to the cockpit voice recorder to ensure that it is receiving proper audio signals.
(4) The erase switch may be used to erase the entire recording after a routine flight, and will only
work when the landing gear is down and the weight of the airplane is on the landing gear. To
prevent accidental erasures, a time delay circuit makes it necessary to hold the erase switch
down for two seconds to start the erasure process. If a headset is plugged into the control unit,
a proper erasure is indicated by a tone in the headset that occurs when the erase switch is
released. The tone will last for approximately 5 to 14 seconds depending upon the CVR unit
installed.
B. Cockpit Voice Recorder - A100A
(1) The four input channels are recorded on four tracks of continuous loop magnetic tape. The tape
retains 30 minutes of recording. Recordings beyond 30 minutes of continuous operation are
automatically erased.
(2) Press and hold the TEXT switch on the controller for a minimum of 5 seconds. This applies a
test tone to each of the four record channels for approximately 0.8 seconds each and should
result in the following indications if the recorder is operating correctly:
(a) A tone will be heard in the headset (if plugged into the control unit) and the needle will
move into the green arc on the meter.
(b) The tone and needle position will remain constant as long as the switch is pressed.
C. Cockpit Voice Recorder - A100S
(1) The four input channels are recorded in solid state memory that retains at least 30 minutes of
recording.
(2) Press and hold the TEST switch on the controller for a minimum of 5 seconds. This applies a
test tone to each of the four record channels for approximately 0.5 seconds each and should
result in the following indications if the recorder is functioning properly:
(a) A tone will be heard in the headset (if plugged into the control unit) and the needle will
move into the green arc on the meter.
(b) The tone and needle position will remain constant as long as the switch is pressed.
D. Cockpit Voice Recorder - FA2100 (30 Minute Unit)
(1) The four input channels are recorded in solid state memory as 30 minutes of high quality audio.
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(2) Press and hold the TEST switch on the controller for a minimum of 5 seconds. This initiates a
built in self test that applies a test tone sequentially into each of the audio input channels and
should result in the following indications if the recorder is operating correctly:
(a) A tone will be heard in the headset (if plugged into the control unit) and will last for
approximately 1.6 seconds.
(b) After the tone, the needle will move into the green arc for about 1 second.
E. Cockpit Voice Recorder - FA2100 (120 Minute Unit)
(1) The 120 minute version of the FA2100 is the same as the 30 minute version, but has two more
channels on which it records 120 minutes of standard quality audio as follows:
(a) Channel 5 - Pilot and copilot audio, boom, mask and hand-held microphone input. Pilot
and copilot transmissions over the cabin pager or automatic cabin briefer.
(b) Channel 6 - Cockpit area microphone.
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AUDIO MONITORING - TROUBLESHOOTING
1. Audio Monitoring
Troubleshooting of the cockpit voice recorder system requires isolating the fault to the individual
component or electrical wiring system. Troubleshooting of the internal mechanism of the voice recorder
requires special tools, fixtures and equipment; refer to the manufacturer's component maintenance
manual.
NOTE: If any unit is suspected of failure, the recorder should be repaired at an authorized repair facility.
For troubleshooting an electrical fault, tracing wire bundles and identifying electrical components, refer to
the Avionics Wiring Diagrams furnished with the airplane. When a malfunction has been isolated to an
individual unit or assembly, refer to the manufacturer's component maintenance manual for repair.
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AUDIO MONITORING - MAINTENANCE PRACTICES
1. Control Unit
Maintenance of the voice recorder, other than removal and installation of components or wiring repair,
should be performed by qualified personnel who are totally familiar with the functions of the system. For
specific information applicable to the individual components and wiring of the system, refer to the vendor's
component maintenance manual and to the Model 1900D Airliner Wiring Diagram Manual.
A. Removal
(2) Turn the twist-lock screws securing the Voice Recorder Controller in the pedestal extension and
carefully lift the controller from the pedestal extension (Ref. Figures 201 and 202).
(3) Disconnect the electrical connector from the controller and remove the controller from the
pedestal extension.
B. Installation
(2) Connect the electrical connector in the pedestal extension to the controller (Ref. Figures 201
and 202).
(3) Carefully lower the controller into the pedestal and secure it with the twist-lock screws.
2. Voice Recorder Unit

A. Removal
(2) Remove the center aisle carpet and floorboard 173CTC (Ref. Chapter 06-50-00) from the
airplane just forward of the aft removable partition.
(3) Locate the recorder unit and loosen the two thumbscrew retainers to release the front of the
recorder unit (Ref. Figures 201 and 202).
(4) Carefully slide the unit away from the electrical connector on the back of the unit and lift the unit
from its mounting tray and from the airplane. The electrical connector will disengage as the unit
is removed.
B. Installation
(2) Position the recorder unit in its mounting tray and slide it into place to simultaneously connect
the electrical connector at the back of the unit (Ref. Figures 201 and 202).
(3) Lift the thumbscrews and tighten them to secure the unit in the mounting tray.
(4) Install the center aisle floorboard and carpet forward of the aft removable partition.
3. Impact Switch
A. Removal
(2) Remove the center aisle carpet and floorboard 173CTC (Ref. Chapter 06-50-00) just forward of
the aft removable partition.
(3) Disconnect the electrical connector from the switch assembly (Ref. Figures 201 and 202).
(4) Remove the four screws which secure the switch to its mounting bracket.
(5) Remove the switch from the bracket.
B. Installation
(2) Place the switch on the mounting bracket with the "FORE" and "AFT" orientation as shown on
the switch. Install the switch with the attaching screws (Ref. Figures 201 and 202).
(3) Connect the electrical connector to the switch.
(4) Install the center aisle floorboard and carpet forward of the aft removable partition.
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4. Remote Microphone
A. Removal
(1) Turn off electrical power and disconnect the battery.
(2) Locate the microphone (Ref. Figures 201 and 202).
(3) Remove the three screws from beneath the glareshield which attach the glareshield to the three
tabs on top of the floating instrument panel.
(4) Lift the glareshield to gain access to the remote microphone just to the right of the warning
annunciator panel.
(5) Remove the three screws which attach the remote microphone to the bracket in the glareshield.
(6) Remove the microphone from the glareshield and carefully withdraw it as necessary to
disconnect the microphone cable connector from the cable leading to the recorder unit.
(7) Remove the microphone from the airplane.
B. Installation
(2) Lift the glareshield as required to connect the microphone connector to the cable leading to the
recorder unit.
(3) Install the microphone on the bracket in the glareshield and secure it with the three attaching
screws (Ref. Figures 201 and 202).
(4) Install the glareshield to the floating instrument panel by installing the three attaching screws
through the three tabs on top of the instrument panel.
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A100A and A100S Cockpit Voice Recorders

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FA2100 Cockpit Voice Recorders

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CHAPTER
24
ELECTRICAL POWER
BEECHCRAFT®
MAINTENANCE MANUAL

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Temporary Revision
Number
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MAINTENANCE MANUAL
CONTENTS
ELECTRICAL SYSTEM - GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-00-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-00-00 Page 1
ELECTRICAL SYSTEM - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-00-00 Page 201
Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-00-00 Page 201
CIRCUIT BREAKER - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-00-01 Page 201
Circuit Breaker (A146 Panel) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-00-01 Page 201
BATTERY COMPARTMENT ELECTRICAL COMPONENTS - MAINTENANCE
PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-00-02 Page 201
Battery Compartment Electrical Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-00-02 Page 201
Battery Compartment Fuse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-00-02 Page 201
AC POWER AND CONTROL - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . 24-20-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-20-00 Page 1
AC POWER AND CONTROL - TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-20-00 Page 101
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-20-00 Page 101
AC POWER AND CONTROL - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . 24-20-00 Page 201
AC Inverter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-20-00 Page 201
Inverter System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-20-00 Page 201
Inverter Blower Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-20-00 Page 203
DC GENERATION AND CONTROL - DESCRIPTION AND OPERATION. . . . . . . . . . . . . . 24-30-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-30-00 Page 1
DC GENERATION AND CONTROL - TROUBLESHOOTING. . . . . . . . . . . . . . . . . . . . . . . . . 24-30-00 Page 101
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-30-00 Page 101
STARTER-GENERATOR - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-30-01 Page 201
Starter-Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-30-01 Page 201
GENERATOR CONTROL PANEL - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . 24-30-02 Page 201
Generator Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-30-02 Page 201
GENERATOR POWER RELAY PANEL - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . 24-30-03 Page 201
Generator Power Relay Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-30-03 Page 201
BATTERY POWER AND CONTROL - DESCRIPTION AND OPERATION . . . . . . . . . . . . . 24-31-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-31-00 Page 1
BATTERY POWER AND CONTROL - TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . 24-31-00 Page 101
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-31-00 Page 101
BATTERY POWER AND CONTROL - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . 24-31-00 Page 201
Battery Power and Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-31-00 Page 201
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-31-00 Page 201
STANDBY POWER SUPPLY - DESCRIPTION AND OPERATION. . . . . . . . . . . . . . . . . . . . 24-31-01 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-31-01 Page 1
STANDBY POWER SUPPLY - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . 24-31-01 Page 201
Standby Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-31-01 Page 201
BATTERY MONITOR SYSTEM - DESCRIPTION AND OPERATION. . . . . . . . . . . . . . . . . . 24-32-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-32-00 Page 1
BATTERY MONITOR SYSTEM - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . 24-32-00 Page 201
Battery Monitor System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-32-00 Page 201
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EXTERNAL POWER AND CONTROL - DESCRIPTION AND OPERATION . . . . . . . . . . . 24-40-00 Page 1

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-40-00 Page 1
EXTERNAL POWER AND CONTROL - TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . 24-40-00 Page 101
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-40-00 Page 101
EXTERNAL POWER AND CONTROL - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . 24-40-00 Page 201
External Power and Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-40-00 Page 201
ELECTRICAL LOAD DISTRIBUTION - DESCRIPTION AND OPERATION . . . . . . . . . . . . 24-50-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-50-00 Page 1
ELECTRICAL LOAD DISTRIBUTION - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . 24-50-00 Page 201
Electrical Load Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-50-00 Page 201
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MAINTENANCE MANUAL
ELECTRICAL SYSTEM - GENERAL
1. General
Direct current for the airplane electrical system is supplied by two 30-volt, 300-ampere starter-generators
and either a 24-volt, 34-ampere hour battery or a 24-volt, 23-ampere hour battery. Alternating current
for certain engine instruments and selected avionic equipment is supplied by one of two AC inverters
(Ref. Figure 1).
A. DC Power
DC power from both generators and the battery is distributed to the various airplane systems by way
of the main buses (Ref. Figure 1). They consist of the LH and RH generator buses, the LH and RH
center buses, the battery bus, hot battery bus and triple-fed bus. Refer to the Model 1900D Airliner
Wiring Diagram Manual to locate specific components on each bus. The triple-fed bus is incorporated
in the system to provide a multi-fed source of electrical power to selected equipment. It receives power
from both generator buses and the battery through three blocking diodes. Output from each generator
is connected to its respective generator bus by a line contactor relay. During normal operation, the
buses are tied together by the bus tie relays. The bus tie relays are controlled by bidirectional high
current sensors; therefore, any bus can be isolated from the other buses should a fault condition exist
which would cause excess current flow through the bus system. The DC system incorporates the hot
battery bus to provide continuous current to selected lights and other equipment without the battery
switch ON.
Two DC loadmeters and a DC voltmeter are installed in the overhead meter panel for monitoring
generator output (Ref. Figure 2). The voltmeter and voltmeter select switch enable the crew to monitor
all bus voltages, including external power.
B. Starter Generators
Proper operation of the generators in parallel demands that they be properly controlled. Proper
control of the generators is the responsibility of the generator control panels (Ref. Figure 1).
The control panels not only provide the necessary control functions such as voltage regulation,
equalization and load sharing, but provide certain protective functions as well. Reverse current
protection, overvoltage protection, overexcitation protection and cross-start current overload
protection functions are all provided for by the control panel circuitry. Refer to 24-30-00 for detailed
information on the generator control panels.
C. Battery
The battery is located in the battery compartment at the top of the RH wing inboard leading edge (Ref.
Figure 16).
Battery power is controlled from the flight compartment by the battery switch located on the pilot's
outboard subpanel. When the battery switch is placed in the ON position, the battery relay closes,
connecting the battery to the triple-fed bus through a 60-ampere feeder limiter. Primary control of
the battery bus tie relay is through the battery switch. When the battery switch is placed in the ON
position, the battery bus tie relay closes, connecting battery voltage directly to the RH center bus (Ref.
Figure 1).
The hot battery bus is always powered by the battery when the battery is connected, and cannot be
isolated from the battery by the battery switch. All equipment connected to the hot battery bus is fed
through individual fuses located in the battery compartment. Refer to 24-31-00 for detailed information
on the battery power system.
D. AC Power
Selected avionic equipment and all AC powered engine instruments are powered by two "dual output"
inverters. These inverters are installed, one each, in the aft portion of each nacelle (Ref. Figure 19).
The inverters are brought on line with the left and right AC bus switches located on the left outboard
subpanel. When an inverter is selected ON, its respective power relay is energized to connect a DC
input from the generator bus to the selected inverter. The DC input is then converted to separate 26
VAC and 115 VAC outputs by the inverter (Ref. Figure 1).
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Electrical System Schematic

Figure 1 (Sheet 1)
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Overhead Meter Panel

Figure 2 (Sheet 1)
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An AC volt/frequency meter is located on the overhead meter panel to allow the crew to monitor
inverter output and performance (Ref. Figure 2). All of the AC operated components are designed
to operate within the voltage and frequency range shown on the meter. The AC volt/frequency meter
is wired to an AC meter inverter select to allow selection of the inverter to be monitored. Refer to
24-20-00 for detailed information on the AC power system.
E. External Power
The external power receptacle is located behind an access door on the lower surface of the left wing
inboard section and is used to connect external power to the airplane electrical system.
An external power switch is located on the left outboard subpanel. When the switch is placed in the
ON position, the external power relay closes and applies external power to both generator buses and
the left center bus. The bus ties connecting the battery and triple-fed buses will not close until the
battery switch has been placed in the ON position. An overvoltage sensor prevents the external power
relay from closing if voltage in excess of 32 vdc is applied at the external power receptacle. Refer to
24-40-00 for detailed information on the external power system.
F. Electrical Load Distribution
Electrical load distribution refers to the manner in which the airplane electrical loads are divided among
the primary buses. Each bus is broken down as to exactly what equipment is installed on that bus,
and a listing of the individual power requirements is included for each component. Refer to 24-50-00
for detailed information on both AC and DC electrical load distribution.
G. Starting and Ignition Systems
The starting and ignition circuits motor the engine and provide voltage to the igniters during engine
starts. If the starter only position is selected, the starter-generator can be used for motoring the
engine to clear the engine of excess fuel; however, under no circumstances should the intermittent
duty cycle for the starter-generator be exceeded. Refer to Chapter 80-00-00 for detailed information
on the starting system. Refer to Chapter 74-00-00 for detailed information on the ignition system.
Maintenance procedures for the starter-generator are in 24-30-00.
H. Electrical Panels
Figure 3, Figure 4, Figure 5, Figure 6, Figure 7, Figure 8, Figure 9, Figure 10, Figure 11, Figure
12, Figure 13, Figure 14, Figure 15, Figure 16, Figure 17, Figure 18, and 19 locate the electrical
components and their respective panel assemblies. Refer to Chapter 6-40-00 to locate the zones
referenced by the following illustrations.
NOTE: Pictorial depictions in this chapter are representative of a typical airplane and do not
necessarily represent the configuration of every airplane.
I. Recommended Materials
Aviation Inc. Any product conforming to the specification listed may be used. The products included
in these Tables have been tested and approved for aviation usage by Textron Aviation Inc., by the
supplier or by compliance with the applicable specifications. Generic or locally manufactured products
which conform to the requirements of the specification may be used even though not included in the
Tables. Only the basic number of each specification is listed. No attempt has been made to update
current revision of the applicable specification prior to usage of the product listed. This can be done
by contacting the supplier of the product to be used.
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LH Forward Bulkhead Electrical Equipment Panel (A225) (ZONE 221)

Figure 3 (Sheet 1)
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RH Forward Bulkhead Electrical Equipment Panel (A226) (ZONE 222)

Figure 4 (Sheet 1)
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Right Circuit Breaker Panel Assembly (ZONE 246) (UE-2 thru UE-53 and UE-55 thru UE-61)
Figure 5 (Sheet 1)
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Right Circuit Breaker Panel Assembly (ZONE 246) (UE-54 and UE-62 thru UE-92)
Figure 6 (Sheet 1)
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Right Circuit Breaker Panel Assembly (ZONE 246) (UE-93 thru UE-305, UE-307 and UE-308)
Figure 7 (Sheet 1)
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Right Circuit Breaker Panel Assembly (ZONE 246) (UE-306, UE-309 and After)
Figure 8 (Sheet 1)
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Forward Lower Cabin Electrical Equipment (ZONE 133)

Figure 9 (Sheet 1)
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Figure 9 (Sheet 2)
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Figure 9 (Sheet 3)
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Figure 9 (Sheet 4)
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Figure 10 (Sheet 1)
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Figure 11 (Sheet 1)
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Figure 12 (Sheet 1)
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Figure 13 (Sheet 1)
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Center Lower Cabin Electrical Equipment (ZONE 163)

Figure 14 (Sheet 1)
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Aft Lower Cabin Electrical Equipment (ZONE 173)

Figure 15 (Sheet 1)
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Battery Compartment (ZONE 611)

Figure 16 (Sheet 1)
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LH Nacelle Electrical Power Distribution Panel (A184) (ZONE 522)

Figure 17 (Sheet 1)
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LH Nacelle Electrical Power Distribution Panel (A184) (ZONE 522)

Figure 17 (Sheet 2)
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RH Nacelle Electrical Power Distribution Panel (A185) (ZONE 622)

Figure 18 (Sheet 1)
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RH Nacelle Electrical Power Distribution Panel (A185) (ZONE 622)

Figure 18 (Sheet 2)
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Inverter Panels
Figure 19 (Sheet 1)
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Table 1. SPECIAL TOOLS

1. Multimeter N/A Obtain locally Perform general voltage
and resistance checks.
2. Generator Control TK1999/935 or fabricate Textron Aviation Inc. For gaining access to the
Panel Test Unit per instructions in this 9707 E. Central, Wichita, generator control panel
chapter. KS 67201 pins.
3. Digital Multimeter (4 8060A or equivalent John Fluke Measure voltage and
1/2 digit, accurate within Manufacturing, Everrett, resistance of generator
1%) WA control system.
4. Variable DC Power DRC40-13B2 or Sorenson, Chicago, IL Perform functional test
Supply, (0-40 VDC, 2 equivalent of the battery monitor
AMP minimum) system.
5. Variable DC Power DRC40-13B2 or Sorenson, Chicago, IL Perform functional test
Supply, (0-10 AMP equivalent of the battery monitor
minimum) system.
6. Test Lamp 327 Obtain locally Perform functional test
of the battery monitor
system.
Table 2. RECOMMENDED MATERIALS

1. Oven Cleaner Zep Oven Brite Zep Manufacturing Co.
(PWC11-060) of Canada 600 Lepine
Avenue Dorval Quebec
Canada H9P 1G2
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ELECTRICAL SYSTEM - MAINTENANCE PRACTICES
1. Electrical System
Electrical system repair methods must be made in accordance with the most current revision of the
Federal Aviation Administration's "Aircraft Inspection and Repair" manual AC43.13-1 and with the "Aircraft
Alterations" manual AC43.13-2. Any components replaced and any wire, cable, or terminals used in the
maintenance of the electrical system must be of airplane quality. Any solder connections must be made in
an approved manner. Any solderless terminals or splices used must be applied with tooling specified
by the supplier.
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CIRCUIT BREAKER - MAINTENANCE PRACTICES
1. Circuit Breaker (A146 Panel)

A. Removal
NOTE: Removal procedures are the same for all circuit breakers unless otherwise specified.
(1) Perform the BATTERY DISCONNECT procedure (Ref. 24-31-00).

(2) Remove the screws securing the electroluminescent panel to the circuit breaker panel and
remove the electroluminescent panel. Use care not to damage the panel (Ref. Figure 202).
(3) Tilt the panel out to access the electrical wiring.
(4) Remove terminal screws and lock washers from any circuit breaker bus bar connection (Ref.
Figure 201).
(5) Tag and remove all bus bars and wiring that would obstruct removal of the circuit breaker.
(6) Remove the circuit breaker mounting nut and lock washer from the panel face.
(7) Remove the circuit breaker from the backside of the panel.
B. Installation
CAUTION: All circuit breakers must meet the electrical bonding requirements
specified in Chapter 20-03-00.
NOTE: The alignment tang may be a separate part or integrated into the circuit breaker assembly.
(1) Insert the circuit breaker through the back of the panel and align the tang (Ref. Figure 201).
(2) Install nut and washer and secure the circuit breaker to the panel.
(3) Attach the bus bars and wiring to circuit breaker terminals with the terminal screws and lock
washers according to tags or the Model 1900D Airliner Wiring Diagram Manual.
(4) Align the electroluminescent panel with the circuit breaker panel and secure with screws. Use
care not to damage the panel (Ref. Figure 202).
NOTE: The upper two corner screws secure the circuit breaker panel assembly to the
airplane structure.
(5) Perform the BATTERY CONNECT procedure (Ref. 24-31-00).

(6) Ensure that the affected system operational check is performed.

A. Removal
(2) Remove floor panel 133ATC (Ref. Chapter 06-50-00).
(3) Remove the plastic cover (1) from the circuit breaker panel A187 (2) (Ref. Figure 203).
(4) Remove six screws and washers (4) from the affected side of the circuit panel assembly (2) (Ref.
Detail B or C).
(5) Remove all nuts and lock washers on all the circuit breakers (3).
(6) Remove the terminal screws and lock washers from the appropriate circuit breaker and the
appropriate buss bar connection (Ref. Figure 201).
B. Installation
NOTE: The alignment tang may be a separate part or integrated into the circuit breaker assembly.
(1) Install the wire/s to the circuit breaker using the terminal screw and lock washer. Install the circuit
breaker on the bus bar with the terminal screw and lock washer (Ref. Figure 201).
(2) Install the panel over the circuit breakers (3) and install the lock washer and nuts onto the circuit
breakers (3) (Ref. Figure 203).
NOTE: Ensure all circuit breaker alignment tangs are properly positioned.
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Circuit Breaker Installation

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Circuit Breaker Panel A146

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(3) Position the circuit breaker panel on the affected side of the circuit breaker panel assembly (2)
and secure with six screws and washers (4) (Ref. Detail B or C).
(4) Install the plastic cover (1) over the circuit breaker panel (2).
(5) Install floor panel 133 ATC (Ref. Chapter 06-50-00).

A. Removal
(2) Remove the screws (4) from the electroluminescent panel (5) (Ref. Figure 204).
(3) Remove three screws (3) and washers (2) from the top of the fuel control panel (1) and lower
the panel.
NOTE: The flight control wheel should be positioned to the full right position.
(4) Disconnect wires to the electroluminescent panel (5) and remove the panel.
(5) Remove terminal screws and lock washers from the appropriate circuit breaker and bus bar
connection (Ref. Figure 201).
(6) Remove mounting nut and lock washer from circuit breaker.
(7) Remove circuit breaker from panel.
B. Installation
(1) Install circuit breaker into fuel control panel and secure with lock washer and mounting nut (Ref.
Figure 201).
(2) Install wire(s) to the circuit breaker using the terminal screw and lock washer. Install the circuit
breaker on the bus bar with terminal screw and lock washer.
(3) Position electroluminescent panel (5) wires to the panel and connect (Ref. Figure 204).
(4) Raise the fuel panel assembly (1) into position and secure with three screws (3) and washers
(2) at the top of panel.
NOTE: Use caution when positioning electroluminescent panel (5), ensure wires are fed
through and are not caught between mount.
(5) Position the electroluminescent panel (5) in place and install screws (4).
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BATTERY COMPARTMENT ELECTRICAL COMPONENTS - MAINTENANCE PRACTICES
1. Battery Compartment Electrical Components
WARNING: Remove all watches, rings and metal jewelry before attempting
maintenance in the battery compartment. If metal articles contact
connectors of opposite polarity, the objects will fuse themselves to the
connectors and result in severe burns to the wearer.
A. Removal
(1) Ensure that all electrical power is isolated from the component being removed.
(2) Remove the battery compartment access panel 611BT, located on the top surface of the right
wing center section (Ref. Chapter 06-50-00, WING ACCESS PANELS - TOP SURFACE).
(3) Cut the safety wire and disconnect the battery connector (Ref. Figure 201).
(4) Cut the individual safety wires securing the hold down wing nuts and remove, then push the
clevis aside to remove the battery.
(5) Lift the battery from the battery compartment.
(6) Tag and remove all electrical wiring and connections from the electrical component being
removed.
(7) Remove all attaching hardware and remove the component from the battery compartment.
B. Installation
(1) Place the component in its proper mounting position and install all mounting hardware (Ref.
Figure 201).
(2) Connect electrical wiring to the component according to tags or the Model 1900D Airliner Wiring
Diagram Manual.
(3) Place the battery in its proper position inside the battery compartment.
(4) Install the keepers, washers and secure with wing nuts, then install safety wire on the wing nuts.
(5) Connect the battery connector and secure with safety wire.
(6) Place the access panel 611BT over the battery compartment and secure with screws and
camlocks (Ref. Chapter 06-50-00, WING ACCESS PANELS - TOP SURFACE). Ensure that
the battery cover vent opening aligns with the access panel.
2. Battery Compartment Fuse

A. Replacement
(2) Remove the battery compartment access panel 611BT, located on the top surface of the right
wing center section (Ref. Chapter 06-50-00, WING ACCESS PANELS - TOP SURFACE).
(3) Remove the three plunger assemblies that secure the fuse holder cover and lift the cover off.
(4) Remove the fuse (Ref. Figure 201).
(5) Install a new fuse.
(6) Align the cover with the fuse holder and push in on the plunger assemblies to secure the cover.
(7) Align the battery access panel with the compartment and secure with screws and camlocks.
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Battery Compartment
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AC POWER AND CONTROL - DESCRIPTION AND OPERATION
1. General
NOTE: Refer to 24-00-00 for a detailed illustration of all electrical equipment installed in the nacelle
inverter compartments.
A. Description
(1) The AC power system is installed on the airplane to provide power to selected avionic equipment
and certain engine instruments (Ref. Figures 1 and 2). There are two AC bus switches located
on the left outboard subpanel which allow the crew to select or transfer inverter operation, as
necessary, to maintain power on the AC buses. Each inverter has a power select relay, power
relay and four system circuit breakers mounted in its respective inverter compartment. The
inverters are termed "dual output" because they convert the DC input into separate 26 VAC and
115 VAC outputs. The red L AC BUS and R AC BUS warning annunciators are illuminated
anytime the respective AC bus warning light relay (K106 or K107) are de-energized. Each
warning annunciator extinguishes when an inverter 115 VAC output energizes the respective
AC bus warning light relay. Loadshed relays are installed in the system to disconnect the AC
loadshed buses in the event power is lost from the generator buses.
(2) A voltage/frequency meter is installed on the overhead meter panel to provide an indication of
inverter output voltage and frequency. A function button located adjacent to the lower LH corner
of the voltage/frequency meter is used to select the meter function. Frequency is indicated until
the function button is pressed, at which time inverter output voltage is indicated. An AC meter
inverter select switch (inboard of the volt/frequency meter) is used to transfer inverter outputs at
the AC voltage/frequency meter and allow monitoring of the desired inverter output.
(3) A cooling fan is installed in each nacelle to provide cooling for the inverters. These fans are wired
in parallel with the inverter power relays to provide automatic operation when the respective
inverter power relay is energized.
B. AC Circuit
(1) During normal operation, the inverter power select relays (K144 and K145) are energized to
connect voltage from the generator buses to the No. 1 and No. 2 inverter select switches (Ref.
Figures 1 and 2). Should a fault occur that interrupts power from either generator bus, the
respective inverter power select relay will de-energize and connect center bus voltage to the
inverter select switch. Power from the generator buses also keeps the No. 1 and No. 2 AC
bus loadshed relays (K150 and K151) energized. When power is interrupted from one of the
generator buses, the respective loadshed relay opens to disconnect the applicable AC loadshed
buses from the AC circuit, limiting inverter power consumption.
(2) When the No. 1 inverter select switch is placed in the ON position, bus voltage energizes the
No. 1 inverter power relay (K154) and provides a DC input to the No. 1 inverter. When the No.
2 inverter select switch is placed in the ON position, bus voltage energizes the No. 2 inverter
power relay (K155) and provides a DC input to the No. 2 inverter. Both inverters convert the
DC inputs into 26 VAC and 115 VAC outputs which are routed through the AC bus select relays
(K152 and K153) to power the AC buses and other selected equipment. The AC bus select
relays are open during normal operation of the AC system. Should an inverter fail, the inverter
select switch for the failed inverter may be moved to the TRANSFER position. This will energize
the applicable AC bus select relay and power the AC equipment normally powered by the failed
inverter with power from the operational inverter. The system design is such that it allows either
inverter to assume the entire AC electrical load by relay transfer, thereby providing a dual source
of AC power.
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AC System Schematic (UE-2 thru UE-92)

Figure 1 (Sheet 1)
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AC System Schematic (UE-93 and After)

Figure 2 (Sheet 1)
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AC POWER AND CONTROL - TROUBLESHOOTING
1. General
When troubleshooting the inverter system, all electrically operated systems and components shall be
turned off with the exception of the battery switch. Operation of the inverters and associated AC system
controls may be accomplished on battery power. When performing resistance and continuity checks,
ensure that all power is removed from the circuit being checked. Failure to remove power may result
in erroneous measurements and/or damage to the test equipment.
Table 101. TROUBLESHOOTING - AC POWER SYSTEM

1. No AC power on buses when a. Inverter power relay not a. Close circuit breaker. If the
the inverter is selected ON. energizing due to open inverter circuit breaker trips again, check
control circuit breaker (CB243 or the circuit wiring for shorts and
CB241). repair as necessary.
b. Open inverter power relay b. Perform continuity checks of
circuit. wiring to relay coil. Restore full
continuity to the circuit.
c. Defective inverter power relay. c. Perform a resistance check of
the power relay coil. If resistance
is not approximately 100 ohms,
replace the faulty relay.
d. Inverter power relay energized, d. Locate and correct wiring fault
but no DC input at terminal "A" of between the power relay and
the inverter. terminal "A" of the inverter.
e. Terminals "C" and "D" of the e. Restore full continuity to ground.
inverter not properly grounded.
f. Inverter 115 VAC or 26 VAC f. Close circuit breaker.
power circuit breaker open.
g. Faulty inverter. g. Replace the inverter.
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AC POWER AND CONTROL - MAINTENANCE PRACTICES
1. AC Inverter
A. Removal
NOTE: For greater accessibility the entire aft nacelle skin may be removed by removing the
screws from around the perimeter of the aft skin and across the top just forward of
the aft skin. The forward flange on the aft skin can then be slipped from beneath the
forward skin panel assembly and removed from the airplane.
(2) Remove the screws attaching the access door to the top of the aft nacelle skin and remove the
door (Ref. Figure 201).
(3) On the inboard end of the inverter, cut the safety wire and disconnect the wire harness connector
from the inverter (Ref. Figure 202).
(4) Remove the four bolts and washers that attach the inverter to its mounting bracket.
(5) Carefully lift and remove the inverter from the nacelle.
B. Installation
NOTE: Prepare the structural surfaces to provide electrical bonding as directed in Chapter
20-03-00.
(1) Ensure that all electrical power is removed from the airplane and the battery is disconnected.
(2) Position the inverter on its mounting bracket in the aft nacelle and install the four attaching bolts
and washers (Ref. Figure 202).
(3) Connect the wiring harness connector to the inverter and install the safety wire between the
connector and the mounting bolt.
(4) Check the inverter for proper grounding to the airplane central ground point as instructed in
Chapter 20-03-00.
(6) Perform INVERTER SYSTEM OPERATIONAL CHECK procedure as directed in this chapter to
ensure proper inverter operation.
(7) Install the aft nacelle skin or access door with the attaching screws (Ref. Figure 201).
2. Inverter System
A failure in one of the inverter system circuits may be difficult to detect during normal operation of the
system; therefore, it is recommended that the following check be performed at the intervals specified in
Chapter 5-20-00. Results contrary to the following operational check indicate a malfunctioning system.
A. Operational Check
(1) Start both engines and bring both starter-generators on line with procedures outlined in the Model
1900D Airliner FAA Approved Airplane Flight Manual.
(2) Place the BUS SENSE switch (located on the pilot's outboard subpanel) in the TEST position,
then release. Verify that the amber L GEN TIE OPEN, R GEN TIE OPEN and BATT TIE OPEN
caution annunciators illuminate.
(3) Rotate the VOLT SELECT switch to the CTR BUS position and verify that the voltmeter indicates
zero. The switch and meter are located on the overhead panel.
(4) Rotate the VOLT SELECT switch to the L GEN and R GEN positions, and verify that the voltmeter
indicates 28 vdc in both positions.
(5) Place the AC BUS LEFT switch in the ON position and the AC BUS RIGHT switch in the OFF
position. Both switches are located on the pilot's outboard subpanel. Check that the red R
AC BUS warning annunciator illuminates and remains illuminated until the AC BUS RIGHT
switch is placed in the TRANSFER position in Step (13). Check that the red L AC BUS warning
annunciator is extinguished.
(6) Place the inverter select switch (located on the overhead panel) in the LH INV position. Check
that the volt/frequency meter indicates 115 vac at 400Hz.
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(7) Open the NO. 1 INV PWR SEL circuit breaker (located on the right circuit breaker panel). Check
that the volt/frequency meter indicates zero and that the red L AC BUS warning annunciator
illuminates as the No.1 inverter power select relay de-energizes.
(8) Place the BUS SENSE switch in the RESET position, then release. Verify that the amber L GEN
TIE OPEN, R GEN TIE OPEN and BATT TIE OPEN caution annunciators and the red L AC BUS
warning annunciator are extinguished. Check that the volt/frequency meter indicates 115 ± 3.5
volts at 400 ± 4 Hz.
(9) Place the BUS SENSE switch in the TEST position, then release. Verify that the amber L GEN
TIE OPEN, R GEN TIE OPEN and BATT TIE OPEN caution annunciators and the red L AC BUS
warning annunciator are illuminated. Check that the volt/frequency meter indicates zero.
(10) Reset the NO. 1 INV PWR SEL circuit breaker. Check that the volt/frequency meter indicates
115 ± 3.5 volts at 400 ± 4 Hz as the No. 1 inverter power select relay energizes and that the red
L AC BUS warning annunciator extinguishes.
TIE OPEN, R GEN TIE OPEN and BATT TIE OPEN caution annunciators extinguish.
(12) Place the inverter select switch first in the LH INV position then in the RH INV position. Verify
that the volt/frequency meter is indicating voltage in the LH INV position only.
(13) Place the AC BUS RIGHT switch in the TRANSFER position. This will cause the No. 2 AC bus
select relay to energize, allowing inverter No. 1 to assume all of inverter No. 2's load. Verify
this by placing the inverter select switch first in the LH INV position then in the RH INV position.
Check that the volt/frequency meter indicates voltage in both positions and that both the red L
& R AC BUS warning annunciators extinguish.
(14) Place the AC BUS LEFT switch in the OFF position. Check that the red L AC BUS warning
annunciator illuminates and remains illuminated until the AC BUS LEFT switch is placed in the
TRANSFER position in Step (24). Check that the red R AC BUS warning annunciator also
illuminates.
(15) Place the AC BUS RIGHT switch in the ON position. Check that the red R AC BUS warning
annunciator extinguishes.
(16) Place the inverter select switch in the RH INV position. Check that the volt/frequency meter
indicates 115 vac at 400Hz.
TIE OPEN, R GEN TIE OPEN and BATT TIE OPEN caution annunciators are illuminated and
the red R AC BUS warning annunciator is extinguished.
(18) Open the NO. 2 INV PWR SEL circuit breaker (located on the right circuit breaker panel).
Check that the volt/frequency meter indicates zero and the red R AC BUS warning annunciator
illuminates as the No. 2 inverter power select relay de-energizes.
TIE OPEN, R GEN TIE OPEN and BATT TIE OPEN caution annunciators and the red R AC
BUS warning annunciator are extinguished. Check that the volt/frequency meter indicates 115
± 3.5 volts at 400 ± 4 Hz.
TIE OPEN, R GEN TIE OPEN and BATT TIE OPEN caution annunciators and the red R AC
BUS warning annunciator are illuminated. Check that the volt/frequency meter indicates zero.
(21) Reset the NO. 2 INV PWR SEL circuit breaker. Check that the volt/frequency meter indicates
115 ± 3.5 volts at 400 ± 4 Hz. as the No. 2 inverter power select relay energizes and the red R
AC BUS warning annunciator extinguishes.
TIE OPEN, R GEN TIE OPEN and BATT TIE OPEN caution annunciators are extinguished.
(23) Place the inverter select switch first in the LH INV position then in the RH INV position. Verify
that the volt/frequency meter is indicating voltage in the RH INV position only.
(24) Place the AC BUS LEFT switch in the TRANSFER position. This will cause the No. 1 AC bus
select relay to energize, allowing inverter No. 2 to assume all of inverter No. 1's load. Verify
this by placing the inverter select switch first in the LH INV position then in the RH INV position.
Check that the volt/frequency meter indicates voltage in both positions and that the red L & R
AC BUS warning annunciators extinguish.
(25) With the AC BUS LEFT switch still in the TRANSFER position, place the AC BUS RIGHT switch
in the TRANSFER position. Check that the red L & R AC BUS warning annunciators illuminate,
indicating that both inverters have been disabled.
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(26) Shutdown the engines with procedures outlined in the Model 1900D Airliner FAA Approved
3. Inverter Blower Fan

(1) Remove access panels 522AT and 622AT (Ref. Chapter 06-50-00, NACELLE/COWLING
ACCESS PANELS).
(3) Set the LEFT and RIGHT AC BUS switches to the ON position.
(4) Check the left and right inverter blower fans for operation and correct direction of air flow (toward
inverter).
(5) Set the LEFT and RIGHT AC BUS switches to the OFF position.
(7) Install access panels 522AT and 622AT (Ref. Chapter 06-50-00, NACELLE/COWLING
ACCESS PANELS).
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Aft Nacelle Access

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AC Inverter Installation
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DC GENERATION AND CONTROL - DESCRIPTION AND OPERATION
1. General
A. System Description
(1) The DC generation and control system consists of two DC starter-generators, two generator
power relay panels, a battery bus tie relay and current sensor, two generator control panels, A
DC voltmeter, two DC loadmeters, the bus tie control printed circuit board (PCB) and all system
annunciators.
A. DC Starter-Generators
(1) The starter-generators are dual purpose, 30-volt, 300-ampere units which produce torque for
engine starts or generate electrical current to meet the airplane electrical loads (Ref. Figure
1). A series starter winding is used for starter operation, and a shunt field winding is used
during generator operation. Refer to Chapter 80-00-00 for limitations on starter operation. The
starter-generator interpole and compensating windings are in series with the armature and
provide a voltage proportional to starter-generator output current. Voltage developed across
the interpole and compensating windings is output at terminal "D" of the starter-generator.
Each generator control panel senses this voltage at pin "D" to provide equalization during dual
generator operation. The generator control panels also provide a field excitation voltage from
pin "M" to terminal "A" on the starter-generators. By monitoring input at pin "B" to control the
field excitation voltage, starter-generator output at terminal "B" is regulated to 28.25 ± 0.25 vdc
by the generator control panel.
(2) A quick-disconnect mounting adapter is bolted to a mounting pad on the engine accessory
gearbox, providing the starter-generator with a pin-aligned mount. The unit mates with the
engine gearbox by means of a splined drive shaft, providing a direct torque transfer for both
starting and generator functions. If a condition occurs causing excessive torque on the starter-
generator splined drive shaft, the shaft will shear, minimizing damage to the starter-generator
and engine components. An internal shaft driven fan draws outside air through the starter-
generator to provide ground cooling.
B. Generator Power Relay Panels
(1) A generator power relay panel is mounted on each nacelle electrical equipment shelf (Ref.
Figure 1). The generator power relay panels are identical and contain a bidirectional high current
sensor, bus tie relay, line contactor relay and an engine start relay. Each generator power relay
panel also has a loadmeter shunt mounted on the outside of the case. Refer to 24-00-00 for
more information on DC voltage and load indication.
(2) The bus tie control PCB monitors the current sensor signals and other inputs to provide control
of the bus tie relays. When the current sensors are not sensing an overcurrent, and at least
one line contactor relay is closed, the bus tie control PCB will close the generator bus tie relays,
powering the center, battery and opposite side generator buses with generator power. Whenever
an overcurrent of 325 amperes or greater is flowing in either direction through either of the
generator power relay panel current sensors, the affected current sensor will signal the bus tie
control PCB to open the applicable generator bus tie relay, isolating the overcurrent.
(3) Each bus tie relay has three sets of auxiliary contacts. Two contact sets allow the generator
control panel to sense center bus voltage when the bus tie relay is open, and to sense generator
bus voltage when it is closed. The other set prevents the respective "GEN TIE OPEN" caution
annunciator from illuminating when the bus tie relay is closed. The line contactor relay has one
set of auxiliary contacts that sends 28 vdc to the A127 Annunciator Fault PCB to illuminate the
yellow "L DC GEN" or "R DC GEN" caution annunciator after the line contactor relay connects
the starter-generator to the generator bus. Refer to LINE CONTACTOR RELAY CONTROL in
this section for detailed information on the line contactor relay.
(4) A battery current sensor is installed to monitor current flow at the battery and, if current exceeds
275 amperes, will signal the bus tie control PCB to open the battery bus tie relay. After the battery
switch is placed in the ON position to close the battery relay and power the triple-fed bus, the
bus tie control PCB will close the battery bus tie relay if no overcurrent is present. Whenever
the battery bus tie relay is closed, the yellow "BATTERY TIE OPEN" caution annunciator is
extinguished by the bus tie control PCB. For detailed information on battery power refer to
24-31-00.
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C. Generator Control Panels

(1) The generator control panels are self-contained units mounted under the cabin floor at FS
291.00. Each starter-generator has its own generator control panel to provide line contactor
relay control, voltage regulation, generator paralleling, differential voltage sensing and control,
reverse current sensing and control, overvoltage and overexcitation protection and cross-start
current limiting. There are two voltage measurement jacks and a voltage adjustment access on
the front of each control panel to allow for adjustment of starter-generator output through the
generator control panel regulator circuit. Refer to GENERATOR CONTROL PANEL VOLTAGE
ADJUSTMENT in 24-30-02 for voltage adjustment procedures.
D. Line Contactor Relay Control
(1) When the generator control switch, placarded L GEN or R GEN, GEN RESET-ON-OFF on the
left outboard subpanel is in the ON position, voltage from the starter-generator is applied to pin
"C" of the generator control panel. Bus voltage is sensed at pin "A" of the control panel and
is compared to starter-generator output voltage at pin "B" of the control panel. When these
voltages are nearly equal, an output from pin "H" of the control panel will close the line contactor
relay. The generator control panel monitors a number of inhibiting signals and will open the
line contactor relay if a fault should occur requiring isolation of the starter-generator from the
generator bus.
E. Field Flash Circuit and Voltage Regulation
(1) The generator control panel monitors starter-generator output voltage and controls the shunt
field excitation to maintain a constant voltage under varying operating conditions such as speed,
load and temperature. Before the control panel can regulate starter-generator output, it must
use residual voltage to build starter-generator output to a level the regulation circuit can control.
Residual voltage, normally 0.3 to 2.0 vdc, is present at terminal "B" of the starter-generator
as long as the unit is spinning and the generator control panel is not supplying a regulator
voltage to the shunt field at terminal "A" of the starter-generator. When either generator control
switch, placarded L GEN or R GEN, GEN RESET-ON-OFF on the left outboard subpanel, is
placed in the GEN RESET position, a low resistance path is established from terminal "B" of
the starter-generator to pin "K" on the generator control panel, through an internal relay, then
out pin "M" and back to the starter-generator at terminal "A". Upon reaching terminal "A" of the
starter-generator, residual voltage will excite the shunt field and increase output at terminal "B"
of the starter-generator until the generator control panel internal relay energizes, breaking the
field flash path. At this point, starter-generator output voltage should be sufficient to allow the
regulator circuit to take over and continue increasing starter-generator output until 28.25 ±0.25
vdc is reached. The generator control panel will continue to regulate the starter-generator by
adjusting output at pin "M" to maintain starter-generator output at 28.25 ±0.25 vdc. Anytime the
generator control switch is placed in the OFF position, the switch must be placed in the GEN
RESET position to bring the starter-generator back up to operating voltage and back on-line.
F. Starter-Generator Paralleling
(1) The generator control panels incorporate circuitry to maintain the starter-generator electrical
loads within 10% of each other for their entire operating range. An equalizer relay in each
generator control panel is used to connect both starter-generator equalizer channels when
the line contactor relay is closed, enabling the control panel equalizer circuit only when load
sharing is possible. The bus tie control PCB also incorporates two internal relays to provide an
interconnect between pin "E" of each control panel. The bus tie control PCB internal circuitry
will not close the internal relay until it receives signals indicating that the line contactor and
bus tie relays are closed in both generator power relay panels. Once these conditions for load
sharing are met, each control panel will compare interpole winding voltages from terminal "D" of
both starter-generators to determine the relative amount of load current being supplied by each
starter-generator. The generator control panels accomplish this by sensing interpole voltage
of the starter-generator they are regulating at pin "D" and the opposite side starter-generator
interpole voltage at pin "E". The generator control panels then bias their voltage regulation
circuits accordingly, adjusting voltage output at pin "M" to accomplish equal load sharing.
Precise load distribution from the generator control panels is provided without the need for
adjustment while the units are in service.
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G. Overexcitation Protection
(1) When a failure occurs causing excessive field excitation, the affected starter-generator will
attempt to carry all of the airplane's electrical load. During parallel operation, this is sensed
at the generator control panel by comparing interpole voltages of the starter-generators. The
starter-generator will be de-energized if generator bus voltage is greater than 28.5 vdc and the
output current differential between starter-generators is greater than 15 percent for 5 seconds.
This circuit functions during parallel operation only and does not require an overvoltage to
function.
H. Reverse Current and Polarity Protection
(1) When the generator field becomes underexcited for any reason, or when the starter-generator
slows down to a point where it can no longer maintain a positive load, it will begin to draw current
from the center bus. The reverse current protection function senses starter-generator interpole
voltage at pin "D" of the generator control panel to determine if the starter-generator has become
a load rather than a power source. If reverse current is present, indicated by positive voltage
at pin "D", the generator control panel will open the line contactor relay and remove the starter-
generator from the bus. During engine shutdown, the control panel will have a tendency to
wait longer to open the line contactor relay. This will eliminate unnecessary cycling of the line
contactor relay during a normal condition.
NOTE: The starter-generator does not require a reset when the reverse current protection
circuit has been tripped. The generator control panel will automatically reset its
internal circuitry.
(2) In the case of starter-generator reverse polarity buildup, the generator control panel protects
the electrical system from damage by tripping an internal field relay to de-energize the starter-
generator.
I. Overvoltage Protection
(1) If a fault occurs where starter-generator output or bus voltage is supplied to the generator field
at terminal "A" of the starter-generator, or should the voltage regulation circuit fail, the affected
starter-generator will attempt to assume the full load as its input voltage increases. If bus voltage
increases above 28.25 ± 0.25 vdc, reverse current will begin to flow to the regulated starter-
generator and the line contactor relay will be opened, isolating the regulated starter-generator
from the buses. If the affected starter-generator output voltage rises above 32.5 vdc it will be
removed from the bus and the unaffected starter-generator will automatically be reconnected.
The resultant voltage depends upon starter-generator speed, electrical load and the nature of
the fault.
(2) The generator control panels monitor starter-generator output voltage at pin "J" for excessive
voltage that could potentially damage the airplane electrical system. If starter-generator output
exceeds 32.5 vdc, an inverse time delay will trip an internal field relay to de-energize the starter-
generator and open the line contactor relay. Slight voltage surges will normally be associated
with a longer time delay to prevent nuisance trips of the internal field relay, whereas a severe
increase will cause an immediate trip. This overvoltage protection circuit requires a manual reset
of the starter-generator to bring the unit back on-line.
(3) A completely separate circuit is used to open the line contactor relay if voltage exceeds 40 vdc.
This provides extra protection of the electrical system and allows a faster response to a fault
because it does not work on a time delay. Manual reset of this individual circuit is not required
because there is no time-delay mechanism.
(4) An overvoltage condition arising from a resistive connection in the signal ground wire to the
generator control panel can be detected by the control panel with an alternate ground return path.
This alternate ground return path allows the control panel to sense an otherwise undetectable
overvoltage condition and provide an automatic trip of the internal field relay.
J. Cross-Start Overload Current Limiting
(1) The generator control panels have a feature that limits the on-line starter-generator output
current during engine cross-starts. This circuit prevents the on-line starter-generator from
providing excess current to the starter-generator being used as a starter. When either
ignition/start switch on the left outboard subpanel, placarded IGNITION AND ENGINE START,
LEFT, RIGHT, ON-OFF-STARTER ONLY, is placed in either the ON or STARTER ONLY
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position, a signal is applied to pin "R" of the opposite generator control panel, enabling its
current limiting circuit. The generator control panel will then limit starter-generator output until
the signal is removed from pin "R". When the applicable ignition/start switch is placed in the ON
or STARTER ONLY position. The normally closed set of auxiliary contacts on the engine start
relay removes starter-generator output voltage from pin "j" of the generator control panel during
starting operations. This also prevents generator output during starter operation. The normally
open set of starter relay auxiliary contacts shorts the shunt field of the starter-generator during
engine starts, thereby preventing transients from entering the generator control panel.
K. Bus Tie Control PCB
(1) The bus tie control PCB (A257) is mounted in the circuit card rack under the cabin floor at FS
192. It is powered by 28 vdc from the triple-fed bus through the left and right bus tie indicator
and control circuit breakers located on the underfloor circuit breaker panel at FS 160.00. Both
generator power relay panel high current sensors, the battery high current sensor and the bus
tie relays are monitored and controlled by the bus tie control PCB. When one or more current
sensors signal an overcurrent in the amount of 325 amperes or greater on the buses, the bus tie
control PCB will open the applicable bus tie relays (all three if needed), isolating the overcurrent
to the affected bus. Due to the high amount of current required to perform landing gear and
engine starting operations, signals are sent to the bus tie control PCB allowing it to disregard
overcurrent signals from the current sensors to keep the bus tie relays closed during these high
current operations.
(2) The bus tie relays are manually opened or closed through the bus tie control PCB with the
generator bus tie switch placarded GEN TIES, MAN CLOSE-NORM-OPEN on the left outboard
subpanel. When the switch is placed in the MAN CLOSE position, voltage is applied to the
bus tie close control input on the bus tie control PCB to close both generator bus tie relays.
The voltage output is also routed to the annunciator panel to illuminate the green "MAN TIES
CLOSE" advisory annunciator in the caution/advisory/status panel. When the generator bus
tie switch is placed in the OPEN position, voltage is applied to the bus tie control PCB bus tie
open control input, opening both generator bus tie relays. The bus tie control PCB will close the
battery bus tie relay if the battery switch is in the ON position and no overcurrent is on the center
bus. It will also automatically close both generator bus tie relays if at least one starter-generator
is operating with the line contactor relay closed and the generator bus tie switch in the NORM
position.
(3) The bus tie control PCB also provides an interconnect for the generator control panels during
starter-generator parallel operation. It consists of a connection from each GCU pin "E" to the
bus tie control PCB at pins "29" and "40". The bus tie control PCB uses two internal relays to
connect the two control panel paralleling channels when the line contactor and bus tie relays are
closed in both generator power relay panels. This feature ensures that load sharing is possible
only when both generators are on-line with their bus tie relays closed.
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DC Generation and Control Schematic

Figure 1 (Sheet 1)
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DC Generation and Control Schematic

Figure 1 (Sheet 2)
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DC GENERATION AND CONTROL - TROUBLESHOOTING
1. General
DC generation troubleshooting is best accomplished by monitoring each of the generator control panel
pins for the resistance and voltage values shown in Tables 101, 102 and 103. All three Tables clarify
the operating mode and electrical check to be performed with Table headings and notes. By using the
generator control panel test unit (TK1999/935) (2, Table 1, 24-00-00), readings can be obtained during the
different operating modes and compared to those of a normal system. Refer to GENERATOR CONTROL
PANEL TEST UNIT (TK1999/935) in this chapter for detailed information on building and operating the
control panel test unit for troubleshooting of the DC generation system.
NOTE: The resistance values shown in Table 101 are approximate values. It is not expected that
these values will be obtained during checkout; rather they should be used as a guide to locate
open and short circuits in the airplane wiring.
Usually it should not be necessary to check each of the inputs given in Tables 101, 102 and 103 to isolate
a defective component. Many times the description of the system malfunction is sufficient to indicate
which circuits to check. Checking the ground wires and one or two specific circuits will normally isolate a
fault. The Model 1900D Airliner Wiring Diagram Manual should be used to trace specific wire routes and
locate pin and plug numbers. Many times a loose or faulty pin connection will cause a fault. Ensure that
there are no loose, damaged or corroded pins in any system connectors. If a fault cannot be isolated with
these general troubleshooting guidelines or checks, refer to the applicable Table in this chapter to isolate
the fault. The Steps in each Table should be followed sequentially unless otherwise specified. An example
would be to proceed to the next Step when there are no directions immediately following a NO condition.
CAUTION: Never apply voltage to pin "H" of the generator control panel. Never apply
a ground to pins "H" or "M". Always ensure that pins "G" and "L" are well
grounded.
A. Generator Control Panel Test Unit (TK1999/935)
A generator control panel test unit should be used to gain access to the individual pins on the generator
control panels when troubleshooting the DC generation system. Refer to Figure 101 for component
part numbers and a schematic for use when building the control panel test unit. Since maximum
starter-generator output is 300 amperes, the 50 percent load requirement specified in Table 103 is
satisfied by turning on enough electrical equipment to establish approximately 150 amperes of load
on the electrical system. Refer to 24-50-00 for loads utilized by the various electrical systems and
their individual components.
Set up the control panel test unit for troubleshooting as follows:
CAUTION: Never connect or disconnect the generator control panel wiring harness
plug when the engine is running as this may damage the control panel.
(1) Disconnect the airplane wiring harness electrical connector from the generator control panel and
connect it to the receptacle of the control panel test unit.
(2) Connect the plug from the control panel test unit to the control panel receptacle to perform
voltage checks.
NOTE: Do not connect the generator control panel to the control panel test unit when
checking resistance and continuity values.
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CAUTION: Never apply voltage to pin "H" of the generator control panel. Never
apply a ground to pins "H" or "M". Always ensure that pins "G" and
"L" are well grounded.
(3) A multimeter or volt/ohmmeter accurate within 1 percent should be used for electrical
measurements. A digital readout is preferred. Connect the meter to the banana jacks on the
face of the generator control panel, ensuring proper polarity of the connections.
(4) Attach the generator control panel test unit alligator clip from pin "G" to the airplane structure to
provide a nonresistive path to ground for accurate electrical checks.
(5) Rotate the knob on the face of the control panel test unit to the pin being checked, then compare
the meter reading with the normal value shown in the Table being used.
(6) If a check of the equalizer circuit is required, use the press-to-test switch to apply a ground to
pin "E" of the control panel. A 2 to 3 vdc drop at pin "B" is an indication of a good equalizer
circuit. Refer to STARTER-GENERATOR PARALLELING EQUALIZER CIRCUIT and Table 106
for further troubleshooting information regarding potential equalizer circuit faults.
CAUTION: Never replace a damaged control panel until proper operation of the
engine start relay auxiliary contacts is confirmed.
(7) If a check of the engine start relay auxiliary contacts on the side being tested is required, rotate
the knob on the face of the generator control panel test unit to the off position and perform the
check as instructed under FIELD CUTOUT CONTACTS CHECK.
CAUTION: Never connect or disconnect the generator control panel wire

harness plug when the engine is running as this may damage the
control panel.
(8) Disconnect the generator control panel test unit when all electrical checks have been performed.
(9) Perform any required maintenance before connecting the control panel.
B. Starter-Generator Paralleling Equalizer Circuit
One of the more common problems encountered with the equalizer circuit during starter-generator
paralleling is a resistive connection between the starter-generator and generator control panel. To
assist in troubleshooting the equalizer circuit with Table 106, the following information is provided to
explain the effect of resistive connections on the equalizer circuit.
With both starter-generators on-line and operating in parallel, proper operation of the equalizer circuit
is dependent upon a nonresistive connection between each starter-generator and its control panel.
Voltage at pin "B" of the generator control panel must be the same as the output voltage at terminal
"B" of the starter-generator. Voltage at pin "D" of the control panel must also be the same as voltage
at terminal "D" of the starter-generator. If either of these connections on either side of the system
causes a voltage drop between the control panel and starter-generator, an adjustment of field voltage
by the control panel will cause an out-of-parallel condition. For example, if the output at terminal "B"
of the starter-generator was subject to a 2 vdc drop before reaching pin "B" of its generator control
panel, the control panel would compensate and raise the starter-generator output 2 vdc. This rise in
starter-generator output will cause the affected starter-generator to carry more of the electrical load.
An out-of-parallel condition would exist, with the control panel unable to compensate because it had
adjusted to an erroneous input.
NOTE: The generator control panel regulator circuit will not adjust starter-generator output more
than 2.0 vdc in either direction. Therefore, the generator control panel will not parallel the
starter-generators if the voltage difference is too great.
Many times a resistive connection to ground will also cause an equalization fault. Use Table 106 to
isolate any potential ground faults in the equalizer circuit.
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Generator Control Panel Test Unit (TK 1999/935)

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C. Generator Control Panel Overvoltage Protection Circuit Check
NOTE: A multimeter or volt/ohmmeter accurate within 1 percent should be used for electrical
measurements. A digital readout is preferred.
The LH and RH overvoltage test switches (S195) and (S196) are located at FS 299.00 under the
cabin floor just forward of the generator control panels. The test switches provide a means to test the
overvoltage protection circuit in each control panel. Moving a test switch to the TEST position applies
bus voltage to pin "P" of the respective control panel. The overvoltage circuit is functioning properly
when the generator under test is automatically removed from the line and de-excited. This response
is confirmed by residual voltage at pin "B" of the control panel. Any other response is indicative of a
fault in the generator control panel.
D. Generator Control Panel Reverse Current Circuit Check
(1) Refer to the Model 1900D Airliner Airplane Flight Manual and start both engines.
(2) Bring the LH starter-generator on-line by placing the LH generator control switch in the RESET
position, then release to ON.
(3) Bring the RH starter-generator on-line by placing the RH generator control switch in the RESET
position, then release to ON.
(4) Place the fuel shut-off valve for the RH engine in the OFF position to shutdown the RH engine.
(5) Monitor the RH loadmeter. It should gradually decrease the reading until a spike or zero is
realized, indicating that the control panel has sensed reverse current and shut down the starter-
generator. If the engine is motored by the starter-generator after engine shutdown, this is an
indication of a faulty reverse current protection circuit.
(6) Refer to Model 1900D Airliner Airplane Flight Manual and start the RH engine.
(7) Bring the RH starter-generator back on line.
(8) Repeat Steps (5) and (6) for the LH side of the system.
Table 101. TROUBLESHOOTING - DC GENERATION AND CONTROL CONTINUITY VALUES AT CONTROL

PANEL CONNECTOR (1)
GEN SWITCH POSITION

PIN FUNCTION OFF ON RESET
A Bus Voltage Signal 50 (2) 50 (2) 50 (2)
Input
∞ (3) ∞ (3) ∞ (3)
B Gen Voltage 0 (4) 0 (4) 0 (4)
Signal In
∞ (5) ∞ (5) ∞ (5)
C Line Contactor ∞ 0 (4) 0 (4)
Power Control In
∞ (5) ∞ (5)
D Interpole Voltage 0 to 0.4 0 0
Signal In
E Equalizer ∞ ∞ ∞
F Battery In (Reset) ∞ ∞ 50 (6)
∞ (7)
G Signal Ground 0 0 0
H Line Contactor 60 60 60
Control Out
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Table 101. TROUBLESHOOTING - DC GENERATION AND CONTROL CONTINUITY VALUES AT CONTROL

PANEL CONNECTOR (1) (continued)
GEN SWITCH POSITION
J Regulator Power In 0 (4) 0 (4) 0 (4)
∞ (5) ∞ (5) ∞ (5)
K Gen Start-Up ∞ ∞ 0 (4)
Power In (Reset)
∞ (5)
L Power Ground 0 0 0
M Regulator Power 2 2 2
Out
P Overvoltage Test ∞ ∞ ∞
R Cross-Start Current 15 15 15
Limiting
S Start Signal Input 15 15 15
NOTE:
1. Table 101 resistance and continuity checks should be made with the battery OFF, external power OFF,
engines OFF and the generator control panel disconnected.
2. Bus sense circuit breaker closed. Resistance may vary drastically due to bus loads.
3. Bus sense circuit breaker open.
4. Generator field and sense circuit breaker closed. Reading may vary due to wiring and circuit breaker
resistance.
5. Generator field and sense circuit breaker open.
6. Generator reset circuit breaker closed.
7. Generator reset circuit breaker open.
Table 102. TROUBLESHOOTING - DC GENERATION AND CONTROL VOLTAGE VALUES AT CONTROL

PANEL CONNECTOR (1)
GEN SWITCH POSITION

A Bus Voltage Signal 26 (2) 26 (2) 26 (2)
Input
0 (3) 0 (3) 0 (3)
B Gen Voltage 0 0 0
Signal In
C Line Contactor 0 0 ∞
Power Control In
D Interpole Voltage 0 0 0
Signal In
E Equalizer 0 0 0
F Battery In (Reset) 0 0 26
G Signal Ground 0 0 0
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GEN SWITCH POSITION
H Line Contactor 0 0 0
Control Out
J Regulator Power In 0 0 0
K Gen Start-Up 0 0 0
Power In (Reset)
L Power Ground 0 0 0
M Regulator Power 0 0 0
Out
P Overvoltage Test 0 0 0
NOTE:
1. Voltage checks should be made with the battery ON, external power OFF, engines OFF and the
generator control panel connected.
2. Bus sense circuit breaker closed. Voltage may vary drastically with battery charge and loads.
3. Bus sense circuit breaker open.

PANEL CONNECTOR (1)
ENGINE @ 70% N1 LOAD @ 50% ENGINE SHUTDOWN GEN

GEN SWITCH POSITION SWITCH POSITION
PIN FUNCTION OFF RESET ON ON (2) OFF (3)
A Bus Voltage 26 26 28 28/25 28/28
Signal Input
B Gen Voltage 1 (4) 28 (5) 28 28/25 25/0
Signal In
C Line 0 0 28 28/25 0/0
Contactor
Power
Control In
D Interpole 0 0 -1 (6) 0/0.5 0/0
Voltage
Signal In
E Equalizer 0 0 -1 0/0.5 0/0
F Battery In 0 26 0 0/0 0/0
(Reset)
G Signal 0 0 0 0/0 0/0
Ground
H Line 0 0 28 28/0 0/0
Contactor
Control Out
J Regulator 0 28 (5) 28 28/25 0/0
Power In
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ENGINE @ 70% N1 LOAD @ 50% ENGINE SHUTDOWN GEN
GEN SWITCH POSITION SWITCH POSITION
PIN FUNCTION OFF RESET ON ON (2) OFF (3)
K Gen Start-Up 0 28 (5) 0 0/0 0/0
Power In
(Reset)
L Power 0 0 0 0/0 0/0
Ground
M Regulator 0 4 (7) 6 (7) 4/22 0/0
Power Out
P Overvoltage 0 (8) 11 (9) 11 (9) 11/9 0/0
Test
NOTE:
1. All voltage measurements are made with one engine running and the generator control switch in the
specified position unless otherwise indicated.
2. All voltage measurements for this switch position should be made with both generators on-line and
operating in parallel. Shut down the engine on the side of the starter/generator under test. The first
value given is at engine shutdown. The second value is when the line contactor relay opens.
3. After the line contactor relay opens, place the generator control switch in the OFF position and take
the first reading. The second value is when the engine stops rotating.
4. Approximation of residual voltage. Result may vary from 0.3 - 2.0 vdc.
5. Starter/generator output voltage should build from residual voltage and stabilize at 28.25 ± 0.25.
6. For starter/generator current, interpole is negative with respect to ground. The voltage will vary
depending upon starter/generator current. A negative 2 volts is proportional to 300 amperes of output
current.
7. Variable output. The average voltage value will vary with starter/generator speed and load.
8. Voltage at pin "P" is 0.0 vdc or approximately 1/2 that of voltage at pin "J" if a reading other than 0.0
is obtained.
9. Generator control panel internal voltage.
Table 104. TROUBLESHOOTING - DC GENERATION AND CONTROL GENERATOR DOES NOT RESET
PROBLEM PROBABLE CAUSE CORRECTIVE ACTION

1. 0.5 to 2.0 vdc not present at pin a. Open field and sense circuit a. Close circuit breaker.
"B" of the control panel (Ref. Note breaker.
1).
b. Pins "B", "K", or "J" on the b. Locate and correct short in
control panel are shorted to ground wiring.
(Ref. Note 2).
c. Negative voltage is present at c. Shut down both the
pin "B" of the control panel (Ref. starter-generator and engine,
Note 6). then operate the unit as a starter to
eliminate reverse polarity build-up.
d. 0.5 to 2.0 vdc not at terminal d. Troubleshoot the
"B" of the starter-generator (Ref. starter-generator with procedures
Note 1). outlined in the Model 1900 Airliner
Series Component Maintenance
Manual.
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Table 104. TROUBLESHOOTING - DC GENERATION AND CONTROL GENERATOR DOES NOT RESET
(continued)
2. 0.5 to 2.0 vdc not at pin "J" of a. Faulty engine start relay a. Replace the engine start relay.
the control panel (Ref. Note 1). auxiliary contacts (Ref. Note 4).
b. Open in wiring between pin "J" b. Restore continuity to the circuit.
of the control panel and the field
and sense circuit breaker.
3. 0.5 to 2.0 not at pin "K" during a. Faulty generator control switch a. Locate and correct wiring fault
reset (Ref. Note 3). or wiring fault between the switch or replace the faulty switch (Ref.
and pin "K" on the control panel. Note 2).
4. 0.5 to 2.0 vdc not at pin "M" a. Fault in control panel. a. Repair or replace the faulty
during reset. control panel.
5. Resistance greater than 2 a. Open in wiring between the two a. Restore full continuity to the
ohms between terminal "A" of the pins. circuit.
starter-generator and pin "D" of the
control panel (Ref. Note 2).
b. Residual voltage at terminal "A" b. Repair or replace the
of the starter-generator, but it does starter-generator.
not build to 28.25 ± 0.25 vdc.
6. Starter-generator does not build a. Pin "G" of the control panel not a. Restore full continuity to ground
to the proper level. properly grounded (Ref. Note 2). (Ref. Note 5).
b. Pin "L" of the control panel not b. Restore full continuity to ground
properly grounded (Ref. Note 2). (Ref. Note 5).
c. Internal fault of the generator c. Repair or replace the control
control panel. panel as necessary.
NOTE:
1. This check is for residual voltage and should be made with one engine running and the generator
control switch in the OFF position.
2. An ohmmeter is sufficient for these resistance and continuity checks. The engines should be off, both
the battery and external power switched off, and the control panel disconnected.
3. The generator control switch must be placed in the RESET position for this reading.
4. Failure of the engine start relay auxiliary contacts to short the shunt field of the starter-generator can
produce transient voltage spikes at pin "M" of the control panel during engine start. These spikes may
be of sufficient magnitude to damage the control panel internal circuitry. Before replacing the control
panel, verify that continuity exists between pins "X" and "Y" of the power relay panel when the engine
start relay is energized by performing the FIELD CUTOUT CONTACTS CHECK.
5. System operation without a proper ground at pin "G" or "L" of the control panel may cause permanent
damage to the controls panel internal circuitry. If the system does not function properly after restoring
full continuity, suspect control panel internal damage due to an inadequate ground.
6. Voltage at pin "B" of the control panel must be positive for generator reset. A negative voltage is an
indication of starter-generator reverse polarity, and will prevent the starter-generator from resetting.
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Table 105. TROUBLESHOOTING - DC GENERATION AND CONTROL GENERATOR DOES NOT COME ON
LINE

1. 28.25 ± 0.25 not at terminal "B" a. Generator reset circuit not a. Refer to Table 104 and
of the starter-generator after the functioning properly. troubleshoot the generator reset
unit is reset (Ref. Note 4). circuit.
2. Zero volts at pin "B" of the a. Tripped field and sense circuit a. Close circuit breaker.
control panel. breaker.
b. Wiring fault between terminal b. Locate break and restore
"B" of the starter-generator and pin continuity to the circuit.
"B" of the control panel (Ref. Note
1).
3. Differential in voltage readings a. Check for loose or resistive a. Restore full continuity to the
between pin "B" at the control connections between the two pins circuit.
panel and terminal "B" of the (Ref. Note 1).
starter-generator (Ref. Note 6).
4. Voltage at pin "B" is greater than a. External power is on the a. Remove external power from
voltage sensed at pin "A" of the airplane buses. the airplane.
control panel by 0.5 vdc or more
(Ref. Note 2).
b. Short circuit in wiring to the b. Locate and correct short.
control panel inputs.
5. Starter-generator voltage at pin a. Fault in the equalization circuit. a. Refer to Table 106 to
"B" of the control panel is at least troubleshoot the equalization
0.5 vdc greater than the opposite circuit.
starter-generator's voltage as
sensed at pin "A" of the control
panel (Ref. Notes 3 and 5).
b. Generator control panel out of b. Perform voltage adjustment
adjustment. procedures on the control panels
until the starter-generator outputs
are within 0.5 vdc of each other.
6. Voltage at pin "D" of the control a. No continuity between terminals a. Troubleshoot the
panel greater than 0.2 vdc. "D" and "E" of the starter-generator. starter-generator with the Model
1900 Airliner Series Component
Maintenance Manual and repair or
replace the unit as necessary.
b. Open circuit between terminal b. Locate the open circuit and
"D" of the starter-generator and pin restore continuity.
"D" of the control panel.
7. 28.25 vdc not at pin "C" of the a. Open in the generator control a. Perform resistance checks of
control panel. switch circuit. the generator control switch and
associated circuit wiring (Ref.
Note 1). Replace a faulty switch or
restore continuity to any affected
wiring.
8. 26.0 vdc or greater output not at a. Faulty control panel (Ref. Note a. Repair or replace the control
pin "H" of the control panel (Ref. 8). panel.
Note 7).
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Table 105. TROUBLESHOOTING - DC GENERATION AND CONTROL GENERATOR DOES NOT COME ON
LINE (continued)
9. Starter-generator voltage not a. 26.0 vdc or greater not at pin "J" a. Locate wiring break between
at terminal "4" of the power relay of the power relay panel. pin "J" of the generator power relay
panel. panel pin "H" of the control panel
and restore continuity to the circuit.
b. Pin "K" on the power relay panel b. Locate wiring break and restore
not properly grounded. continuity to ground.
c. Faulty line contactor relay. c. Replace line contactor relay.
NOTE:
1. Resistance and continuity checks should be made with the engines off, both the battery and external
power switches off and the control panel disconnected.
2. The bus sense circuit breaker must be closed to receive this reading.
3. The opposite starter-generator must be on-line with the bus tie relay and control panel circuit breakers
closed.
4. The generator field and sense circuit breaker must be closed to receive this reading.
5. Voltage check should be made on the side that is being brought on-line. The bus tie relay should be
open.
6. A false starter-generator output reading at pin "B" of the control panel will cause the equalization circuit
to increase the field voltage and, consequently, the affected side will try to carry more of a load with
both starter-generators on-line or go into overvoltage with only one on line.
7. Any time pin "H" is subjected to a voltage input, damage to the control panel internal circuitry could
result.
8. If the control panel senses differential voltage, reverse current or an overvoltage condition, a control
voltage will not be supplied to the line contactor relay coil. Ensure that these faults do not exist before
replacing a damaged control panel.
Table 106. TROUBLESHOOTING - DC GENERATION AND CONTROL GENERATORS DO NOT SHARE

LOADS

1. Loadmeters not indicating a. Defective loadmeter shunt. a. Replace defective shunt.
the actual load of each
starter-generator (Ref. Note
1).
b. Wiring fault in the loadmeter b. Isolate and correct the fault.
circuit.
c. Defective loadmeter. c. Replace defective loadmeter.
2. A 2.0 volt suppression of a. Defective equalizer circuit in a. Replace the defective control
generator output voltage is not affected control panel. panel.
realized when a ground is applied
to pin "E" of the control panel. This
check must also be performed on
the opposite control panel (Ref.
Note 2).
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Table 106. TROUBLESHOOTING - DC GENERATION AND CONTROL GENERATORS DO NOT SHARE

LOADS (continued)
3. Zero voltage at terminal "D" of a. Internal fault of the a. Refer to the Model 1900
the starter-generator (Ref. Note 3). starter-generator. Airliner Series Component
Maintenance Manual for detailed
information used to troubleshoot
the starter-generator. Repair or
replace the unit as necessary.
4. Voltage at terminal "D" of a. Resistive connection a. Restore full continuity to
the starter-generator is not between terminal "B" of the the circuit and verify equivalent
approximately equivalent to starter-generator and pin "B" of the voltages are achieved.
voltage at pin "D" of the control control panel.
panel. Perform voltage check on
the opposite side of the system
also (Ref. Note 2).
5. Voltage sensed at pin "B" of the a. Resistive connection a. Restore full continuity to
control panel is not equivalent to between terminal "B" of the the circuit and verify equivalent
starter-generator output at terminal starter-generator and pin "B" of the voltages are achieved.
"B" of the starter-generator or no control panel.
voltage is present at pin "B" of the
control panel (Ref. Note 4).
b. Tripped field and sense circuit b. Close circuit breaker.
breaker.
c. Faulty starter-generator. c. Replace faulty starter-generator.
6. Ground potential at terminal a. Inferior ground. a. Restore full continuity to ground.
"E" of one starter-generator is
not the same as the opposite
starter-generator's ground
potential at terminal "E" (Ref. Note
5).
7. Pins "G" and "L" of the control a. Inferior ground. a. Restore full continuity to ground.
panel are not properly grounded
(Ref. Note 6).
NOTE:
1. Bring one starter-generator on line and establish a constant 50% load on the loadmeter. Disconnect
the starter-generator from the line and connect the opposite side. Record the reading on the opposite
loadmeter. The indication should be the same if the loadmeters are indicating accurately, and circuit
resistance is the same for both sides.
2. Use the control panel test unit to perform this test. It should be conducted with one starter-generator
on-line and a constant 50% load.
3. Voltage is negative with respect to ground and will change with respect to starter-generator output
current. A reading of approximately -1.0 vdc is normal for a 50% load. A small variation in circuit
resistance will cause the equalizer circuit to adjust to an out-of-parallel condition when none exists.
4. A false starter-generator output reading at pin "B" on the control panel will cause the equalization
circuit to increase the field voltage, and consequently the affected side will carry more of a load.
5. Many times an ohmmeter will not be sufficient to measure a small deviation from ground. Make the
check with a voltmeter, one engine running, and a 50% load. A voltage reading of 1.0-3.0 vdc or
greater indicates an inferior ground.
6. An ohmmeter is insufficient for this check. Make the check with a voltmeter, one engine running, and
a 50% load. Voltage readings of approximately 0.0 for pin "G" and -0.1 for pin "L" are acceptable.
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Table 107. TROUBLESHOOTING DC GENERATION AND CONTROL BUS TIES NOT CLOSING WHEN
GENERATOR IS ON LINE

1. Generator voltage not at pin a. Internal fault of the power panel. a. Replace the faulty power panel.
"30" (LH) or pin "25" (RH) of the
bus tie control PCB.
2. No generator voltage between a. Faulty line contactor relay a. Replace the faulty line contactor
pins "2" and "23" (LH) or "4" and auxiliary contact. relay.
"23" (RH) of the bus tie control
PCB.
3. Pin "23" is not receiving a a. Open between pin "23" of the a. Restore continuity to the
continuous ground when the bus tie control PCB and bus tie affected circuit.
generator bus tie switch is placed switch.
in the MAN CLOSE position.
4. No problems are evident, but a. Faulty bus tie control PCB. a. Replace the faulty bus tie
system still does not function. control PCB.
Table 108. TROUBLESHOOTING - DC GENERATION AND CONTROL BUS TIES NOT OPENING DURING
TEST

1. Battery voltage is not at pin "D" a. If battery voltage is present at a. Locate open and restore full
of the generator power relay panel. pin "31" of the bus tie control PCB, continuity to the affected circuit.
suspect an open circuit between
the bus tie control PCB and current
sensor.
2. Battery voltage not at pin "31" of a. If battery voltage is at pin "35" of a. Repair or replace the faulty bus
the bus tie control PCB. the bus tie control PCB, suspect an tie control PCB.
internal fault of the bus tie control
PCB.
3. Triple-fed bus voltage not at the a. Open between the current a. Restore continuity to the circuit
bus sense switch contacts. sensor circuit breaker and bus wiring.
sense switch.
b. Current sensor test circuit b. Close circuit breaker.
breaker is open.
c. Triple-fed bus diodes are faulty. c. Refer to 24-50-00 and perform
the TRIPLE-FED BUS DIODES
OPERATIONAL CHECK.
4. Battery voltage not at pin "C" of a. If battery voltage is at pins "13", a. Locate the open circuit and
the generator power relay panel. "14" and "15" of the bus tie control restore full continuity.
PCB, suspect an open circuit
between the bus tie control PCB
and current sensor.
5. Battery voltage at pins "1" and a. Faulty bus tie control PCB. a. Repair or replace the faulty bus
"6" of the bus tie control PCB, but tie control PCB.
not at pins "13", "14" and "15".
6. Battery voltage not at pins "1" a. Open LH or RH bus tie indicator a. Repair or replace the faulty bus
and "6" of the bus tie control PCB. and control circuit breaker. tie control PCB.
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Table 108. TROUBLESHOOTING - DC GENERATION AND CONTROL BUS TIES NOT OPENING DURING
TEST (continued)
7. Battery voltage is at pin "C" of a. If a ground signal is present at a. Repair or replace the bus tie
the generator control panel. pin "A" of the current generator control PCB.
power relay panel sensor during
test and battery voltage is at the
bus tie relay coil (pin "E"), suspect
a fault of the bus tie control PCB.
8. Ground signal not at pin "A" of a. If pin "B" of the generator power a. Replace the faulty current
generator power relay panel during relay panel is well grounded, the sensor.
test. fault is in the current sensor.
b. If pin "B" of the generator power b. Restore full continuity to the
relay panel is well grounded, current sensor ground path.
suspect a wiring fault.
9. Battery voltage not at bus tie a. Faulty bus tie relay. a. Replace faulty relay.
relay coil (pin "E" on power panel).
10. Battery voltage at bus tie a. Faulty bus tie control PCB. a. Repair or replace the faulty
relay coil (pin "E" generator power PCB.
panel).
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STARTER-GENERATOR - MAINTENANCE PRACTICES
A. Removal
(1) Remove the engine cowling (Ref. Chapter 71-10-00).
(2) Perform REMOVING GROUND POWER procedure (Ref. 24-04-00).
(3) Remove protective nipples from the terminal adapter studs.
(4) Tag and disconnect the electrical leads from the starter-generator (Ref. Figure 201).
(5) Cut the safety wire, loosen the clamp and remove the air inlet cap from the aft end of the starter-
generator.
CAUTION: It is mandatory that the starter-generator be fully supported from the

time the retaining clamp is loosened until the unit is removed from
the engine. The starter-generator must never be allowed to support
its own weight through the spline shaft engagement or damage to
the shaft shear section will result.
(6) Remove safety wire from the quick disconnect clamp.
(7) Loosen the T-bolt on the quick disconnect clamp which secures the starter-generator on the
quick disconnect mounting adapter.
(8) Open the clamp and remove the starter-generator from the mounting adapter.
(9) Remove and discard the packing from the splined drive shaft.
(10) Remove the three terminal adapters (4) for use on the new starter-generator (Ref. Figure 203,
Detail C).
(11) Perform the STARTER-GENERATOR SHAFT SPLINE INSPECTION.
B. Shaft Spline Inspection
Whenever the starter-generator has been removed for any reason, the starter-generator shaft spline
(male) must be inspected as follows:
(1) Clean the starter-generator shaft spline (male) with oven cleaner (1, Table 2, 24-00-00).
CAUTION: It is extremely important not to allow contact between the oven

cleaner and aluminum parts. Oven cleaner is detrimental to
aluminum.
(a) Apply a coating of oven cleaner on a tooth brush, then utilizing the tooth brush, apply the
oven cleaner on the surface of the starter-generator shaft spline (male).
(b) Leave the cleaner on the surface for 15 to 30 minutes.
(c) Using a tooth brush, remove the debris from the male spline area.
(d) Use a wet (with water) cloth to remove any remaining debris and cleaning agent from the
male spline.
(e) Using a 10X power magnifying glass, inspect the starter-generator shaft spline (male) for
damage that may be the result of Electrical Discharge Damage (EDD) (Ref. Figure 202).
NOTE: Electrical pitting or arcing damage is recognized by its characteristic crater

like indentations in the metal surfaces. The craters often have shiny floors
(formerly molten metal) and may be surrounded by expelled material and
heat discoloration.
(f) If a black or reflective foreign material is observed, clean the area again as described in
Steps (c) and (d), and inspect to confirm that the pits are not mechanical damage or wear
caused by debris lodged between the male (starter-generator) spline and female (engine)
spline.
(g) If any EDD pitting is identified on the male spline, do an oil patch test per Pratt and Whitney
Canada Service Bulletin No. 14318 and contact Textron Aviation Customer Service. If the
starter-generator is to be installed, record the pitting observed for future reference.
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(h) If no electrical pitting has been found on the male spline, the starter-generator may be
installed as described in STARTER-GENERATOR INSTALLATION.
NOTE: Make sure the starter-generator male spline and surrounding areas are free of
all cleaning agents before installing the starter-generator. The cleaning agent
is corrosive to aluminum and may be removed with water.
C. Installation
(1) Install a new packing on the starter-generator splined drive shaft (Ref. Figure 201).
CAUTION: It is mandatory that the starter-generator be fully supported from

the time the unit is placed in position, until the clamp is installed
and properly torqued. The starter-generator must never be allowed
to support its own weight through the spline shaft engagement or
damage to the shaft shear section will result.
(2) Align the starter-generator with the mounting adapter and secure it in place with the quick-
disconnect clamp. Using an inspection mirror, ensure that the clamp groove fully captures both
mating flanges.
(3) When the unit is properly positioned, torque the T-bolt retaining nut to 50 inch-pounds.
(4) Install the three terminal adapters (4) (Ref. Figure 203, Detail C).
(5) Torque the Starter/Generator terminal adapter stud nuts (2) 220 to 235 inch-pounds (Ref. Figure
203).
(6) Connect electrical wiring to the starter-generator according to tags or the Model 1900D Airliner
Wiring Diagram Manual.
(7) Torque the 3/8 terminal stud nuts (1) 95 to 110 inch-pounds (Ref. Figure 203).
(8) Install the protective nipples onto the three terminal adapters studs.
(9) Torque #10 terminal stud nuts (3) 20 to 25 inch-pounds.
(10) Install the cooling cap on the aft end of the starter-generator, then install the clamp and secure
with safety wire.
(11) After the installation is complete, run the engine at idle speed for at least two minutes. Shut
down the engine and check the quick-disconnect clamp retaining nut for proper torque.
NOTE: If torque has fallen below 25 inch-pounds, loosen the quick-disconnect clamp, check
the starter-generator for proper alignment, and follow Steps (3) and (7) again to
ensure proper installation of the unit.
(12) Safety wire the T-bolt after the proper torque has been verified.
(13) Install the engine cowling (Ref. Chapter 71-10-00).
D. Brush Replacement
The starter-generator brushes are provided with a diagonal groove from one side of the contact surface
to a point on the opposite side which corresponds to the point of maximum permissible wear (Ref.
Figure 204). Brush wear can be estimated by the position of the groove on the contact surface. If the
wear grooves indicate that any one brush is at or near 1/4 of its remaining life, or if inspection reveals
the need for any other maintenance, the unit should be removed from the airplane for maintenance.
Refer to the Starter-Generator Manufacturer's Maintenance Manual in the Model 1900 Airliner Series
Component Maintenance Manual for detailed information on brush replacement and run-in.
NOTE: It should also be noted that, although cored brushes may cause the commutator
to appear grooved in the area of the brush cores, this unusual appearance of the
commutator should not be interpreted as cause for rejection unless any groove exceeds
0.020 inch. When brushes are replaced, full brush seating is comprised of both coarse
brush preseating by sanding combined with final brush run-in by running the unit on a
drive stand or operating the unit as a motor.
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The frequency of brush inspection should be determined by the operator based upon experience
with individual units. The brushes must be replaced if the wear limit will be reached before the next
scheduled inspection.
E. Field Cutout Contacts Check
(1) Refer to GENERATOR CONTROL PANEL TEST UNIT in this chapter and connect the test unit
to the appropriate control panel.
(2) While monitoring the test lamp on the control panel test unit, place the battery switch in the ON
position and the appropriate ignition/start switch in the STARTER ONLY position.
(3) A normal indication is for the control panel test unit test lamp to flash momentarily, then glow
continuously for the duration of the engine start. A bright flash when the ignition/start switch
is released to OFF is normal. If the test lamp flashes brightly, then goes out, the field cutout
contacts are not operating properly. Replace the engine start relay if the auxiliary contacts fail
to short the generator shunt field.
CAUTION: Never connect or disconnect the generator control panel wiring

harness plug when the engine is running as this may damage the
generator control panel.
(4) Disconnect the generator control panel test unit from the control panel.
(5) Connect the electrical connector to the generator control panel.
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Starter-Generator Installation
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View of Starter-Generator Shaft Electrical Discharge Damage (EDD)

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Starter-Generator Terminal Studs and Terminal Adapters

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Starter-Generator Brush Wear Groove

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GENERATOR CONTROL PANEL - MAINTENANCE PRACTICES
1. Generator Control Panel

A. Removal
(2) Locate the generator control panels under the cabin floor at FS 291.00.
(3) Tag and disconnect the electrical connector from the control panel.
(4) Remove the four retaining screws from the base of the control panel and remove the control
panel from the airplane.
B. Installation
(1) Align the control panel with the control panel electrical equipment shelf (receptacle pointing aft).
(2) Install the four retaining screws to secure the control panel in place.
(3) Reconnect the electrical connector to the generator control panel according to tags or the Model
1900D Airliner Wiring Diagram Manual.
(5) Refer to GENERATOR CONTROL PANEL VOLTAGE ADJUSTMENT and verify that voltage at
the control panel jacks is 28.25 ±0.25 vdc.
(6) Replace the floor panel after verifying proper generator output voltage.
C. Voltage Adjustment
NOTE: A test jack under the RH inboard subpanel provides for sampling DC voltage during
routine checks. This procedure requires that the voltage measurements be taken at the
jack provided on the top of each generator control panel.
Anytime a voltage adjustment is required on one generator control panel, both units must be adjusted
to ensure proper parallel operation.
(1) Remove the cabin floorboard to access the generator control panels at FS 295.00.
(2) Remove the screw, washer and voltage adjustment access hole cover on both generator control
panels to expose each voltage adjustment screw.
(3) Connect a voltmeter to the voltmeter jacks located on the front of the RH generator control panel.
(4) A multimeter or volt/ohmmeter accurate within 1% should be used for electrical measurements.
A digital readout is preferred.
(5) Start the engines with procedures outlined in the Model 1900D Airliner Airplane Flight Manual.
(6) Set both engines N1 speed to 71 ± 1%.
(7) Bring the RH starter-generator on-line by placing the RH generator control switch in the RESET
position; then release to ON.
(8) Place the generator bus tie switch in the OPEN position to open the generator bus tie relays.
(9) Insert a small screwdriver into the voltage adjustment screw access hole of the RH generator
control panel.
(10) Adjust the screw clockwise to increase, or counterclockwise to decrease output until a reading
of 28.25 ± 0.25 vdc is obtained.
(11) Place the RH generator control switch in the OFF position.
(12) Bring the LH starter-generator on-line.
(13) Repeat the adjustment procedure for the LH generator control panel.
(14) Shut down the engines with procedures outlined in the Model 1900D Airliner Airplane Flight
Manual.
(15) Disconnect the voltmeter.
(16) Replace both voltage adjustment access hole covers and secure to the generator control panels
with the cover screws and washers.
(17) Install the floorboard panel.
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GENERATOR POWER RELAY PANEL - MAINTENANCE PRACTICES
1. Generator Power Relay Panel

A. Removal
(2) Remove screws attaching the access door to the top of the forward nacelle skin and remove the
door.
NOTE: For greater accessibility the entire forward nacelle skin may be removed.
(3) Disconnect wire harness connectors (2) from the Generator Power Relay Panel (1) and install
dust caps on connectors and receptacles (Ref. Figure 201).
(4) Remove the nut and disconnect wires (3).
(5) Remove the nut and disconnect wires (4).
(6) Remove attaching hardware and bus bar (5).
(7) Remove attaching hardware and bus bar (6).
(8) Remove 4 screws and washers (7) securing the Generator Power Relay Panel (1) and two
ground wires (8) to the electrical equipment shelf.
(9) Carefully lift and remove the Generator Power Relay Panel (1) from the nacelle.
B. Installation
(1) Ensure all electrical power is removed from the airplane and the battery is disconnected.
(2) Prepare the mating surfaces for electrical bonding (Ref. Chapter 20-03-00).
(3) Position the Generator Power Relay Panel (1) in the nacelle, on the electrical equipment shelf
and install four attaching screws and washers (7) and two ground wires (8) (Ref. Figure 201).
(4) Install bus bar (6) and secure with attaching hardware.
(5) Install bus bar (5) and secure with attaching hardware.
(6) Connect wires (4) and secure with nut.
(7) Connect wires (3) and secure with nut.
(8) Remove dust caps from connectors and receptacles and connect wire harness connectors (2)
to the Generator Power Relay Panel (1).
(9) Check for proper bonding (Ref. Chapter 20-03-00).
(10) Install the forward nacelle access door, or skin, as applicable.
(11) Connect the battery.
(12) Perform Bus Conformity Check (Ref. 24-50-00).
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LH Nacelle Electrical Power Distribution Panel (A148) (ZONE522) RH Nacelle Electrical Power Distribution
Panel (A185) (ZONE 622)
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BATTERY POWER AND CONTROL - DESCRIPTION AND OPERATION
1. General
A. Description
(1) The airplane is equipped with a 24-volt, 20 cell, nickel-cadmium battery rated at 36-ampere hours
(one-hour rate), or a 23-ampere-hour battery. The battery is installed in a battery compartment
in the RH inboard wing. Vents are located under the battery and in the top surface of the wing
to permit cooling of the unit during normal operation and allow the escape of dangerous gases
and heat produced during an overcharge condition.
(2) The battery consists of a steel case containing 20 identical and individual cells connected in
series by link bars and fitted side-by-side in the battery case. This design of nickel-cadmium
batteries allows for replacement of the individual cells if one becomes damaged. Each cell
has two threaded terminals with nuts and washers for mounting the link bars, and a packing to
prevent electrolyte leakage around each terminal. The end cells are connected by a solid link or
terminal on the face of the battery case or to a terminal that extends through the battery cover.
Each cell also has a removable filler cap which serves as a vent in case of overcharge.
(3) Service facilities for nickel-cadmium batteries must be separate from lead-acid battery facilities.
The electrolyte contained in nickel-cadmium batteries is a highly alkaline solution of potassium
hydroxide and water. This solution is a chemical "opposite" to the sulfuric acid contained in
lead-acid batteries. Anything associated with lead-acid batteries, including acid fumes, should
never come in contact with a nickel-cadmium battery or its electrolyte. If traces of sulfuric acid
enter a nickel-cadmium battery, it can become damaged permanently.
(4) If the electrolyte becomes contaminated with tap water, acids or other non-compatible
substances, poor performance or complete failure of the battery will result. If a battery operates
with damaged, missing or loose vent caps, the result will be low battery capacity caused by the
loss of electrolyte. the state of charge for a nickel-cadmium battery cannot be determined like
that of a lead-acid type. The battery must be discharged at a known current rate to calculate
this figure.
B. Battery Control Circuit
(1) The hot battery bus is powered anytime the battery is connected to its power cables (Ref.
Figure 1). When the battery switch is placed in the ON position, the battery relay is energized,
connecting the battery to the triple-fed bus and RH pitot heat feeder. The bus tie control PCB
will check for an overcurrent through the battery current sensor. If no overcurrent is present,
and the generator bus tie switch placarded GEN TIES, MAN CLOSE-NORM-OPEN on the left
outboard subpanel is in the NORM position, the bus tie control PCB will automatically close the
battery bus tie relay, connecting the battery to the RH center bus. If an electrical fault prevents
closing of the battery bus tie relay, the yellow "BATT TIE OPEN" caution annunciator remains
illuminated. The battery bus tie switch must be placed in the MAN CLOSE position to power
the LH and RH generator buses with battery power only.
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Battery Power Schematic

Figure 1 (Sheet 1)
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BATTERY POWER AND CONTROL - TROUBLESHOOTING
1. General
When troubleshooting battery power to the airplane, always check for any loose or damaged connections.
Checking the battery for low electrolyte, or erratic readings from individual cells can locate some electrical
problems, eliminating the need for extensive electrical system checks.
The Model 1900D Airliner Wiring Diagram Manual should be used to trace out specific wire routes and
locate pin and plug numbers. Many times a loose or faulty pin connection will cause a fault. Ensure that
there are no loose, damaged, or corroded pins on any connectors in the system. Continuity checks should
be made with power removed from the specific terminal or connector. Use a calibrated voltmeter for all
voltage checks and ensure that the battery switch is ON for these checks unless otherwise indicated.
WARNING: Remove all watches, rings and metal jewelry prior to electrical
troubleshooting. If metal articles come in contact with battery powered
leads of opposite polarity, the objects will fuse themselves at the point
of contact, resulting in severe burns to the wearer.
Table 101. TROUBLESHOOTING - BATTERY POWER AND CONTROL NO BATTERY POWER ON BUSES

1. With all electrical equipment a. Loose or corroded battery a. Tighten connector or remove
OFF and the battery switch ON, connector. corrosion as necessary to ensure
battery voltage is not indicated on a good connection.
the DC voltmeter when BATT is
selected (Ref. Note 1)
b. Burns, cracks, cuts or chaffing b. Replace the connector and any
on the battery connector or cables. damaged cables.
c. Battery not properly grounded c. Restore full continuity to ground.
to the airplane structure.
d. Battery shunt shorted open, d. Replace defective battery shunt.
preventing a system ground.
e. Loose, corroded or damaged e. Replace, clean or tighten any
link bars. affected link bars.
f. Cells that are corroded, cracked, f. Check for any abnormal
burned or deformed in any manner. voltage readings, replace any
faulty cells, and perform the
necessary charging and capacity
testing procedures as outlined by
procedures in this chapter (Ref.
Note 2).
g. Low or discharged battery. g. Refer to Table 105 to
troubleshoot low battery voltage
output.
2. The DC Voltmeter does not a. The voltmeter triple-fed bus a. Close circuit breaker.
indicate battery voltage when TPL circuit breaker is open.
BUS is selected.
b. If battery voltage is at the coil of b. Replace the faulty relay.
the battery relay, suspect a faulty
battery relay after verifying that the
relay coil is properly grounded.
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Table 101. TROUBLESHOOTING - BATTERY POWER AND CONTROL NO BATTERY POWER ON BUSES
(continued)
3. Battery voltage not at the coil of a. Open battery circuit breaker. a. Close the circuit breaker and
the battery relay. check the resistance of the battery
relay coil. Replace the battery
relay if resistance is not within the
acceptable limits.
b. Lack of continuity through the b. Replace any faulty diodes.
battery switch diodes (Ref. Figure
1 in this chapter and to the Model
1900D Airliner Wiring Diagram
Manual to locate the diodes)
c. Wiring fault in battery switch c. Locate and correct wiring fault.
circuit to the battery relay.
4. The voltmeter does not indicate a. Voltmeter center bus circuit a. Close circuit breaker.
battery voltage on the DC voltmeter breaker open.
when CTR BUS is selected.
b. If battery voltage is not at the b. Close circuit breaker.
coil of the battery bus tie relay,
suspect an open battery bus tie
control circuit breaker.
c. If battery voltage is at the coil of c. Replace the faulty relay.
the battery bus tie relay, suspect a
faulty battery bus tie relay.
d. Fault within the bus tie system. d. Refer to 24-30-00 to
troubleshoot the bus tie system.
NOTES:
1. The voltmeter battery circuit breaker must be closed to receive this reading.
2. Cell case deformation is usually caused by excessive heat or pressure. Refer to either Table 103 or 104
to troubleshoot any existing conditions noted above or refer to the Model 1900 Airliner Series Component
Maintenance Manual and troubleshoot the battery as outlined by the manufacturer's instructions.
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Table 102. TROUBLESHOOTING - BATTERY POWER AND CONTROL BATTERY REQUIRES FREQUENT
ADDITION OF ELECTROLYTE

1. Signs of electrolyte leakage are a. Suspect cell case cracks or a. Inspect the individual cells and
evident around the exterior of the faulty relief valves which are replace any damaged cells or
battery case. allowing electrolyte to escape. faulty relief valves.
2. Individual cells are not equally a. Suspect that the battery has a. Perform the applicable charging
charged. been overcharged for an extended procedures to evenly charge all
period of time, or at an elevated cells. Replenish the electrolyte
temperature with an external and perform electrical checks on
battery charger. each cell. Erratic cell voltages may
indicate damage to the cell from
excessive current or heat. Replace
any defective cells.
3. Battery is receiving an a. Suspect a possible fault with the a. Refer to 24-30-00 for detailed
overcharge from the airplane regulator circuit in the generator information used to troubleshoot
electrical system. control panels. the DC generation and control
system. Once a charging fault
has been identified and corrected,
perform the necessary servicing
and charging procedures to restore
the battery to full capacity.
4. Battery has sustained visible a. Battery is not being vented a. Restore proper operation to
damage due to heat buildup properly. the battery vent system. Thermal
damage to the battery should be
addressed on the basis of visual
inspection and electrical checks.
Replace damaged components as
necessary.
Table 103. BATTERY POWER AND CONTROL EXCESSIVE ELECTROLYTE SPEWAGE

1. Battery has sustained visible a. Suspect cell case cracks or a. Inspect the individual cells and
damage and excessive electrolyte faulty relief valves which are replace any damaged cells or
spewage has occurred (Ref. Notes allowing electrolyte to escape. faulty relief valves.
1 and 2).
b. Loose or damaged relief valves b. Inspect the packings for damage
or obstructed vents on the relief and replace any damaged valves
valves. or packings. Vent obstructions
may be removed by cleaning, and
in some cases, simply tightening
the valve will eliminate excessive
spewage.
c. Battery has been exposed to an c. Adjust the charging rate and
excessive charge rate. replenish electrolyte to its proper
level.
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Table 103. BATTERY POWER AND CONTROL EXCESSIVE ELECTROLYTE SPEWAGE (continued)
d. Battery has experienced an d. Determine the affected
abnormally high discharge rate. cell's operational capability with
Suspect that a reverse polarity electrical checks and replace them
condition has affected one or more as necessary. After the battery
cells. has been charged and returned to
service, a complete check of the
airplane charging system should
be made.
e. Individual cells contaminated e. Replace the contaminated cells
with oil or grease. and perform applicable charging
procedures.
f. Cracked or split cell case. f. Replace any damaged cells.
NOTES:
1. Nickel-Cadmium batteries will experience different electrolyte levels according to the level of charge.
Overfilling a battery with low voltage may cause spewage when the battery is charged to full capacity.
2. Any time electrolyte has overflowed into the battery case, the battery assembly should be thoroughly
cleaned.
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Table 104. TROUBLESHOOTING - BATTERY POWER AND CONTROL DISTORTED BATTERY OR CELL
CASES

1. Battery has sustained visible a. Battery exposed to an excessive a. Perform electrical checks on
damage from heat and/or pressure charge rate. each cell as outlined in the Model
which is evident by distortion of 1900 Airliner Series Component
the battery case and/or individual Maintenance Manual. All cells that
cells. are found to be damaged shall
be replaced and the applicable
charging procedures performed on
the battery. Follow up with a check
of the airplane charging system.
b. Loose or damaged link bars. b. Replace any unserviceable
links and torque connections as
needed.
c. Battery has not been adequately c. Locate and correct the fault in
ventilated. the ventilation system. Exposure
of the battery to excessive heat
will require electrical checks on the
battery as outlined in the Model
Maintenance Manual. Replace any
damaged cells before recharging
the battery.
d. Obstructed or faulty cell vent d. Replace any affected cells.
relief valves (refer to the Model
Maintenance Manual for detailed
information on the relief valves).
e. Excessive cell voltages or e. Perform electrical checks on
internal shorting. the individual cells as outlined in
the Model 1900 Airliner Series
Component Maintenance Manual
to determine the nature of the
electrical fault. Replace any
affected cells, charge the battery
and capacity test before returning
to service.
Table 105. TROUBLESHOOTING - BATTERY POWER AND CONTROL LOW VOLTAGE OUTPUT

1. The voltmeter indicates low a. Battery switch accidentally left a. Charge and capacity test the
battery voltage when the voltmeter in the ON position for an extended battery. Monitor for excessive
select switch is placed in the BATT period of time. foam.
position.
b. Loose, corroded or burned b. Replace connector if necessary,
connector. or clean and tighten it to establish
full continuity.
c. Loose link bars. c. Torque the link bars to their
proper torque value.
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Table 105. TROUBLESHOOTING - BATTERY POWER AND CONTROL LOW VOLTAGE OUTPUT (continued)
d. Cell-to-case current leakage is d. Replace the affected cell or cells
evident when a current check is and perform applicable charging
made procedures and a capacity test on
the battery. Monitor for excessive
foaming.
e. The cells show signs of e. Replace the defective cell
internal shorting or reverse polarity or cells and perform applicable
when individually checked with a charging procedures.
voltmeter.
f. Battery not receiving charging f. Refer to 24-30-00 to troubleshoot
voltage from the starter-generators the charging system and correct
during normal operation of the any electrical faults.
airplane.
2. Cells foam after charging. a. Grease or oil has contaminated a. Replace the affected cell or
It should be noted that simple the electrolyte. cells.
foaming is a natural occurrence.
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BATTERY POWER AND CONTROL - MAINTENANCE PRACTICES
1. Battery Power and Control System
CAUTION: Service facilities for nickel-cadmium batteries must be entirely separate

from those for lead-acid batteries. Fumes from lead-acid batteries or small
traces of sulfuric acid entering a nickel-cadmium battery can damage it
permanently. Use not only separate filler equipment, but separate supplies
of distilled water to avoid contamination of the nickel-cadmium cells.
Brushes, scrapers, cloths, tools or other implements used to maintain
lead-acid batteries must never be used on nickel-cadmium batteries.
Maintenance of the battery should be performed at regular intervals to obtain maximum service from the
battery. The battery must be removed from the airplane to perform the necessary servicing. A new
battery should be serviced at the first 100 flight-hours, and thereafter at the battery manufacturer's
recommendations. However, if battery is subjected to exceptionally heavy use such as frequent engine
starting using the battery, or if the battery is operated at temperatures higher than what the manufacturer
recommends, the service interval should be reduced. Battery condition should be monitored by using
a battery maintenance log (Ref. Model 1900 Airliner Series Component Maintenance Manual, P/N
114-590021-11).
For best operation and maximum life, nickel-cadmium batteries should be completely disassembled
and all components thoroughly inspected and cleaned at least once a year as outlined in the Model
1900 Airliner Series Component Maintenance Manual, P/N 114-590021-11. For most applications, this
maintenance can be scheduled to coincide with a major inspection of the airplane itself. Since complete
battery servicing requires two days, an additional battery may be required to allow use of the airplane.
WARNING: The electrolyte is caustic and can cause serious burns if it comes
into contact with the skin. If electrolyte does contact the skin, the
area should be flushed immediately with large amounts of water, and
neutralized with a 3% solution of acetic acid, vinegar, lemon juice, or
a 10% solution of boric acid. For treatment of electrolyte in the eyes,
flush with large amounts of water and contact a physician immediately.
2. Battery
A. Maintenance Log
Because of the importance of keeping track of the liquid level as well as of the general state of
charge and condition of the battery, it is strongly advised that a maintenance log be kept of service,
maintenance and condition. Not only are careful records helpful in correcting battery malfunctions in
normal servicing, but they are vital to the substantiation of battery warranty claims. Refer to Table 201
for a sample format of a service log.
B. Charging
All charging maintenance shall be performed according to the manufacturer's instructions outlined in
the Model 1900 Airliner Series Component Maintenance Manual, P/N 114-590021-11.
C. Disconnection
WARNING: Remove all watches, rings, and metal jewelry before attempting
maintenance on the battery. If metal articles contact the intercell
connectors of opposite polarity, the objects will fuse themselves
to the connectors and result in severe burns to the wearer.
(1) Remove battery access panel 611BT located on the top surface of the RH wing center section
(Ref. Chapter 6-50-00, WING ACCESS PANELS).
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(2) Check for installation and condition of the vent gasket on the battery access panel. Replace as
necessary.
(3) Cut the safety wire and remove the battery connector (1) from the battery (2). Install placard on
the connector stating "DO NOT CONNECT TO BATTERY" (Ref. Figure 201).
(4) Position the cable so it will not accidently make contact with the battery terminal.
D. Connection
(1) If necessary, remove battery access panel 611BT located on the top surface of the RH wing
center section (Ref. Chapter 6-50-00, WING ACCESS PANELS).
(2) Connect the battery connector (1) to the battery (2) and safety wire (Ref. Figure 201).
(3) Install battery access panel 611BT located on the top surface of the RH wing center section (Ref.
Chapter 6-50-00, WING ACCESS PANELS). Ensure that the vent (6) on the battery is aligned
with the vent and gasket of the access panel.
E. Removal
(1) Remove battery access panel 611BT located on the top surface of the RH wing center section
(Ref. Chapter 6-50-00, WING ACCESS PANELS).
(2) Check for installation and condition of the vent gasket on the battery access panel. Replace as
necessary.
(3) Cut the safety wire and remove the battery connector (1) from the battery (2) (Ref. Figure 201).
(4) Cut the safety wire and remove the hold down wing nuts (4), keeper (7) and washer (8) then
push the clevis (9) aside.
(5) Lift the battery (2) out of the battery box (3).
(6) Check the gasket in the bottom of the battery box (3) for installation and condition, replace as
necessary.
(7) Check the Vent at the bottom of the battery box (3) for corrosion or obstruction, clean as
necessary.
F. Pre-Installation Instructions for Nickel-Cadmium Batteries
NOTE: Unless otherwise indicated by a red warning tag, nickel-cadmium batteries are shipped in
a completely discharged state, but with the proper amount of electrolyte in the cells.
Observe the following precautions to ensure maximum performance and protect the battery
warranty.
(1) Do not remove the shorting clip until just before the battery is to be charged. Batteries that have
had the shorting clip removed (even for a short period of time) must be considered to have an
unknown charge and require a complete discharge prior to charging and installation procedures.
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(2) Inspect batteries shipped from the factory for shipping plugs in the vent holes of each battery
cell. The blunt aluminum screws that serve as shipping plugs must be removed prior to operation
of the battery. The bunson valves, included with the battery in a separate plastic bag, should
then be screwed into the vent cap assembly in place of the screw plugs. The bunson valves will
release excessive pressure to prevent cell rupture caused by gas accumulation.
NOTE: On batteries not equipped with the screw-type plugs and bunson valves, remove the
shipping plugs and clean the filler cap vent plugs as noted under battery cleaning
procedures. Tighten the cell vents with the vent plug wrench included with the
battery.
(3) Check the terminal screws securing the cell links for tightness. Refer to the service sheet
furnished with the battery or to the manufacturer's maintenance manual for the proper torque
value.
(4) Before charging, determine that all cells are properly installed by making a cumulative voltage
check.
(5) After determining the battery is in good physical condition and is properly assembled, the
electrolyte level should be adjusted and the battery charged as outlined by battery charging
procedures.
G. Installation
(1) If necessary remove battery access panel located on the top surface of the RH wing center
section (Ref. Chapter 6-50-00, WING ACCESS PANELS).
(2) Position the battery (2) in the battery box (3) (Ref. Figure 201).
(3) Secure hold down bar (5) with the keepers (7), washers (8) and wing nuts (4). Tighten and
secure the wing nuts (4) with safety wire to the keepers (7).
(4) Connect the battery connector (1) to the battery (2) and safety wire.
(5) Install battery access panel 611BT located on the top surface of the RH wing center section (Ref.
Chapter 6-50-00, WING ACCESS PANELS). Ensure that the vent (6) on the battery is aligned
with the vent and gasket of the access panel.
H. Cleaning and Inspection
Reference the manufacturer's instructions in the Model 1900 Airliner Series Component Maintenance
Manual, P/N 114-590021-11 for when to inspect and how to clean the battery. Always keep a record
of maintenance, service and condition in a battery maintenance log. Use the log to monitor battery
condition over time, and to decide if the battery needs a shorter maintenance interval than what is
called out in the manufacturer's instructions.
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Table 201. Battery Maintenance Log
Catalog No. Serial No.

Date Installed: Installed On:
Re- General Condition End of CC Charge Electrical Level
moval Voltage Range
Date
and
Reason
M - Case Hard- Cells Lowest Highest Electrical Leak Check
Maint. and ware and reading reading
F - Fail- cover and lin- vents Min. Max. Capacity
ure (In- ers 1.50 1.70 Re-
dicate marks
Type) Indi-
cate:
Aver-
age
water
added,
hard-
ware or
cell re-
place-
ments,
burns
or dis-
color-
ations,
etc
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Table 201. Battery Maintenance Log (continued)

Catalog No. Serial No.
Date Installed: Installed On:
Re- General Condition End of CC Charge Electrical Level
moval Voltage Range
Date
and
Reason
M - Case Hard- Cells Lowest Highest Electrical Leak Check
Maint. and ware and reading reading
F - Fail- cover and lin- vents Min. Max. Capacity
ure (In- ers 1.50 1.70 Re-
dicate marks
Type) Indi-
cate:
Aver-
age
water
added,
hard-
ware or
cell re-
place-
ments,
burns
or dis-
color-
ations,
etc
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Battery Installation
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STANDBY POWER SUPPLY - DESCRIPTION AND OPERATION
1. General
The aircraft is typically equipped with two standby power supplies. Each emergency power supply
consists of 12 battery cells. The emergency batteries are rechargeable, heavy-duty, sealed, lead-acid
batteries capable of withstanding severe performance requirements, such as thermal shock and high
charge and discharge rates. The emergency power supplies have self-test capability, battery voltage
indicators, cell monitoring LEDs, battery heater operations and battery temperature monitoring LEDs. The
emergency power supplies are located on the bottom shelf of the nose avionics compartment.
These are nominal 24 vdc power systems specifically designed to drive self-contained gyro horizon
indicators. During normal operation, the power supply batteries are fully charged by the airplane 28 vdc
bus power. Each standby power supply is rated at 2.5 AH. One of the power supplies is used to supply
standby power to the standby gyro horizon (attitude indicator) and the copilot altimeter (UE-306, UE-309
and After, and Airplanes With Kit 129-9018-1 Installed) in the event that aircraft power is compromised.
This supply is located on the bottom shelf, right side, of the nose avionics compartment. The other
power supply is the standby EFIS power supply, located on the bottom shelf, left side, of the nose
avionics compartment. It is used to prevent the pilot's EFIS displays from blanking during airstarts or
landing gear operations.
For the standby EFIS power supply, an EFIS AUX POWER control panel is located on the pilot's
instrument panel. It contains an ON-OFF-TEST switch, a HORN SILENCE button and an annunciator
with the following indications:
AUX ARM (Green)Illuminates when the standby battery is selected on, the avionics switch is on and
the pilot's EFIS displays are being powered by the left generator bus.
AUX ON (Amber)Illuminates when voltage to the pilot's EFIS is insufficient and operating power has
switched to the standby battery power supply. A beeping warning horn will sound in conjunction with
this annunciator.
AUX TEST (Green)Illuminates when the ON-OFF-TEST switch is held to the TEST position. The test
switch should not be held longer than 5 seconds, and should be released as soon as the AUX TEST
annunciator illuminates. The annunciator may illuminated only momentarily, or as long as the switch
is held to the TEST position. Either situation indicates the auxiliary battery has a sufficient charge.
The EFIS standby battery is continually charged by the left generator bus through the left generator
avionics bus. A beeping warning horn is provided to alert the pilot that the standby battery is supplying
power to the pilot's displays. This horn will activate in conjunction with the illumination of the AUX
ON annunciator. The horn may be silenced by pressing the HORN SILENCE button. The horn and
annunciator will activate during shutdown if the avionics switch is turned off before the auxiliary battery is
turned off.
WARNING: The standby EFIS power supply is intended for only short periods of
use such as the momentary drops in operating voltage that occurs
during airstarts and landing gear operations. It should not be relied
upon to maintain operation of the EFIS should the normal power
supply be compromised.
For the standby gyro horizon power supply, a STBY INSTR PWR control panel is located in the middle of
the instrument panel. This control panel contains identical parts to the EFIS AUX POWER control panel
and functions the same except that the STBY INSTR PWR warning horn provides a steady tone rather
than a beeping tone. The standby gyro and the electronic copilot altimeter (if installed) are normally
powered from the right generator bus through the right generator avionics bus.
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STANDBY POWER SUPPLY - MAINTENANCE PRACTICES
1. Standby Power Supply

A. Removal
(2) Access the standby power supply through nose avionics compartment door.
(3) Loosen thumbscrew retainer and allow it to fall away from retaining bracket (Ref. Figure 201).
CAUTION: When disconnecting standby power supply unit, any sideways or

upward movement will damage the connectors before they are
disconnected.
(4) Carefully slide unit straight out from its mounting tray. Electrical connector located on the back
of unit will disengage as unit is removed.
B. Installation
(1) Ensure all electrical power is off.
CAUTION: When reconnecting standby power supply unit, any sideways or

upward movement will damage the connectors before they are
reconnected.
(2) Carefully slide power supply straight into mounting tray. Electrical connector located on the back
of unit will automatically engage as unit is slid into position (Ref. Figure 201).
(3) Position and tighten thumbscrew retainer to retaining bracket.
C. System Operational Check
(1) Move and hold EFIS AUX POWER or STBY INSTR PWR ON-OFF-TEST switch to the TEST
position.
(2) Hold for 5 seconds maximum.
(3) AUX TEST (Green) annunciator shall illuminate momentarily.
(4) If this fails perform the STANDBY POWER SUPPLY FAULT TEST procedure.
D. Fault Test
NOTE: No power should be applied to standby power supply during test.
(1) On the standby power supply, place the 12 CELL TEST switch in the ON position.
(2) If LED's DS1 through DS11 are illuminated, but DS12 is extinguished, then unit is damaged and
requires repair at an authorized repair station.
(3) If LED's DS1 through DS12 are illuminated, then a low battery voltage condition is present,
perform the STANDBY POWER SUPPLY BATTERY TEST AND CHARGING procedure in this
section.
E. Battery Test and Charging
NOTE: The battery test and charging should be performed after referring to Figure 202 and using
any equivalent test setup. If battery can not satisfy the following requirements, dispose of
battery in accordance with the manufacturer's battery maintenance manual.
(1) Remove the standby power supply unit from the airplane.
(2) Prior to performing the battery discharging test, check the battery voltage by positioning the
battery voltage level test switch to TEST. If the 24 vdc BATTERY VOLTAGE LED illuminates
proceed to Step (3); if the LED does not illuminate, recharge the battery by applying 30 vdc to
J1, pin 10, for 16 hours.
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Standby Power Supply

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(3) Position the switch (S3) to ON and adjust the DC power source so that the input voltage of pin 10
is from 19 to 20 vdc. Position the 12 CELL TEST switch to ON. In the fully charged condition, the
20 vdc, 24 vdc and 25 vdc BATTERY VOLTAGE LED's and all cell monitor LED's will illuminate.
(4) Position the switch (S1) to ON and start a stopwatch. Monitor and plot voltage level versus time
using a digital voltmeter, the LED's on the power supply and a stopwatch. Stop the discharge
and note the time when the 20 volt LED extinguishes. Place the 12 CELL TEST switch to OFF.
None of the 12 cell monitor LED's should extinguish before the voltage level reaches 22 vdc. The
discharge curve should never be below the minimum acceptable discharge curve (Ref. Figure
203).
(5) After the discharge test, recharge the battery within 2 hours by applying 30 vdc to J1, pins 10
(+) and 7 (-) for 23 hours.
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PS-835 Charging
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PS-835 Discharge Curve

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BATTERY MONITOR SYSTEM - DESCRIPTION AND OPERATION
1. General
A battery charge current monitor is installed to provide a visual indication of an abnormal battery charge
current. The yellow "BATTERY CHARGE" caution annunciator illuminates if conditions exist that cause
the charge current to be higher than normal. The battery may then be disconnected from the charging
circuit, if necessary.
During normal operation, the idle current of the battery is less than one amp. It increases significantly
above the normal level when the battery is charged at an elevated temperature or exposed to a high
charge voltage. A high idle current increases water consumption and may destroy the gas barrier
(cellophane separator) between the plates. Once a battery has sustained damage to the gas barrier, it will
have a high idle current and will be subject to thermal runaway. The battery monitor system provides
an indication of the high current resulting from high battery temperature, high charging voltage or gas
barrier damage.
The battery monitor system consists of a 250-ampere shunt in the negative lead of the battery, a battery
charge current monitor and the yellow "BATTERY CHARGE" caution annunciator in the caution/advisory
annunciator panel. The battery shunt is located adjacent to the battery box (RH inboard wing). The
battery current monitor PCB module is installed beneath the cabin floor at FS 190.00.
Following an engine start, the yellow "BATTERY CHARGE" caution annunciator will illuminate for
approximately five minutes or until the charge current decreases to the reset level of the current monitor.
The annunciator will remain illuminated more than five minutes if the trigger level of the monitor is set
too low, or if the battery is in a low state of charge, or has been discharged slowly. This functions as a
self-test of the battery charge monitor system.
After the yellow "BATTERY CHARGE" caution annunciator extinguishes, it should remain off unless a
battery condition needs monitoring or unless the battery idle current increases in response to an increase
in electrical system voltage. Such a voltage increase normally results from poor generator paralleling
or load switching. The annunciator may illuminate for short intervals as the battery recharges or until
generator speed is increased above cut-in speed.
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BATTERY MONITOR SYSTEM - MAINTENANCE PRACTICES
1. Battery Monitor System

The charge current monitor PCB receives a signal from the battery shunt and provides 28 vdc to
illuminate the yellow "BATTERY CHARGE" caution annunciator when the signal exceeds the trigger level.
This trigger level corresponds to 8 ± 1 amps of battery charge current. The circuit will reset when the
signal decreases by a set amount below the trigger level. A six-second time delay in the monitor circuit
prevents illumination of the yellow "BATTERY CHARGE" caution annunciator from illuminating during
momentary recharges of the battery.
A. Functional Test
Calibration of the battery monitor system can be checked on the airplane by simulating a charge
current sufficient to trigger the current detector circuit. Refer to Figure 201 for a schematic of the test
circuit wiring. It is recommended that system calibration be checked at regular intervals when the
battery is removed for service.
NOTE: The signal level is very low and susceptible to resistance imbalance in the shunt signal
leads. All connections in these leads must be clean and tight to prevent improper system
calibration and erratic operation.
Connect a variable 0 to 40 volt DC power supply; a variable 0 to 10 amp DC power supply; a ± 10
volt DC voltmeter, two test lamps (P/N 327), and a 250-amp, 50-millivolt shunt as shown in Figure
201. Refer to Table 1, 24-00-00 for power supply vendors and part numbers. Test the battery charge
monitor circuit as follows:
(1) Apply 28 volts to pin 14. Set the 10-amp power source to 0 amps. Verify that the two test lamps
do not illuminate.
(2) Apply 36 volts to pin 14. Apply 10 amps to the shunt. Verify that the two test lamps illuminate
after approximately six seconds. Connect the voltmeter to pin 13 and verify a reading of 35 ±
0.5 volts.
(3) Set the 10-amp power source to 0 amps. The two test lamps should extinguish and verify that
the voltage reading at pin 13 is less than one volt.
(4) Apply 28 volts to pin 14. Connect the voltmeter to pin 5 and verify that the reading is a positive
8 ± 2 volts.
(5) Increase the amperage at the 10-amp power source until the voltmeter reading at pin 5
switches to -8 volts. Verify that the reading is 8 ± 1 amps. Verify that the test lamps illuminate
approximately 6 seconds after the voltage at pin 5 switches from +8 volts to -8 volts. Decrease
the amperage 0.5 amp. Verify that the reading for pin 5 switches to +8 volts and that the two
test lamps extinguish. Connect the voltmeter to pin 13 and verify a reading of less than one volt.
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Battery Monitor Functional Test Circuit

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EXTERNAL POWER AND CONTROL - DESCRIPTION AND OPERATION
1. General
The external power receptacle is located on the lower surface of the left wing inboard section immediately
aft of the LH main gear door. The receptacle is designed for use with an Auxiliary Ground Power Unit
(APU) equipped with a standard AN type plug. An overvoltage sensor module protects the airplane
electrical system from an APU with reversed polarity or excessively high output voltage. When an APU is
connected to the receptacle, the sensor module utilizes voltage from the hot battery bus to deliver voltage
between the positive terminal and the small, polarizing terminal of the APU plug, thereby illuminating
the green "EXTERNAL POWER" advisory annunciator. The annunciator is illuminated when the APU is
turned ON or OFF, providing the APU is plugged into the receptacle.
The external power relay is located in the LH nacelle and the battery monitor PCB is located under the
cabin floor at FS 190.00. The external power circuit breaker is located adjacent to the external power
receptacle. For an illustration of these components (Ref. 24-00-00).
A. External Power Circuit
If APU polarity and voltage are correct, output voltage from the sensor PCB is routed to the external
power switch. When the switch is placed in the ON position, the external power relay closes, supplying
power to the LH center bus. A control voltage from the small pin of the external power receptacle is
routed through the external power circuit breaker and the external power switch to the bus tie control
PCB to close the generator bus tie relays. Power is then applied through these closed relays to the
generator buses and the triple-fed bus. In addition, small pin voltage is routed to the select switch on
the overhead meter panel to allow monitoring of APU voltage. If the battery is not connected to its
power cables, the battery switch must be placed in the ON position to supply external power through
the switch to energize the battery bus tie relay and the battery relay. When these relays are closed,
external power is supplied to the hot battery bus and the RH pitot heat feeder (Ref. Figure 1).
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External Power System Schematic

Figure 1 (Sheet 1)
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EXTERNAL POWER AND CONTROL - TROUBLESHOOTING
1. General
The Model 1900D Airliner Wiring Diagram Manual should be used to trace specific wire routes and to
locate pin and plug numbers. Many times a loose or damaged connection will cause a fault. Ensure that
there are no loose, damaged, or corroded pins on any connectors in the system. Continuity checks should
be made with power removed from the specific terminal or connector. Use a calibrated voltmeter for all
voltage checks and ensure that the battery switch is ON for these checks unless otherwise indicated.
Table 101. TROUBLESHOOTING - EXTERNAL POWER AND CONTROL NO VOLTAGE ON BUSES

1. Voltmeter does not indicate a. APU plug not secure. a. Ensure that the APU plug is
voltage when the select switch is firmly secured to the receptacle.
rotated to EXT PWR.
b. APU output voltage is too high b. Adjust the APU output voltage
to allow the system to connect to the proper level.
external power to the airplane
buses.
c. External power circuit breaker c. Close circuit breaker. If the
is open. circuit breaker does not remain
set, proceed to the next possible
cause in this table.
d. Resistance at the coil of the d. Replace the faulty relay.
external power relay is not correct.
e. Short in ground circuit between e. Locate and correct wiring fault.
the external power switch and
relay.
2. Zero voltage indicated on a. If voltage is at the coil of the a. Replace the faulty relay.
voltmeter when CTR BUS is external power relay, suspect a
selected. faulty relay.
b. If voltage is not at the coil of b. Locate and correct wiring fault.
the external power relay, but at pin
"6" of the overvolt sensor, suspect
a lack of continuity between the
external power switch and relay.
c. If no voltage is present at pin "6" c. Replace the faulty overvolt
of the overvolt sensor, suspect a sensor PCB module.
faulty sensor PCB module.
NOTES:
1. The external power switch should be ON and all other electrical equipment should be turned OFF.
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EXTERNAL POWER AND CONTROL - MAINTENANCE PRACTICES
1. External Power and Control

The ground power unit used for engine starts or for ground operation without the engines running must
be capable of supplying load requirements without excessive voltage drop. The unit must be capable
of delivering up to 1000 amperes for one second and be capable of delivering up to 300 amperes
continuously at 24 to 30 volts. Use of an inadequate ground power unit can cause a voltage drop that
is below the dropout voltage of the external power relay and the starter relay. This will result in relay
chatter or welded contacts.
A. Precautions
CAUTION: Use only an auxiliary power source that is negatively grounded. If the
polarity of the power source is unknown, determine the polarity by using
a voltmeter before connecting the power unit to the airplane.The output
setting must not exceed 1000 amperes on external power sources with
a higher current-carrying capability. Any current in excess of 1000
amperes may overtorque the drive shaft of the starter-generator or
produce heat sufficient to shorten the life of the unit.Voltage is required
to energize the Avionics Master power relays to remove power from
the avionics equipment. Therefore, never apply external power to the
airplane without first applying battery voltage. If the battery is removed
from the airplane or if the battery switch is to be placed in the OFF
position, connect the external battery in parallel to the external power
unit prior to energizing the auxiliary power unit.If external power is to
be used for ground maintenance, such as landing gear rigging, ensure
that every avionics unit is turned off.The battery may be damaged if
exposed to voltages higher that 30 volts for extended periods of time.A
continuous load in excess of 350 amperes will damage the external
power relay and the power cables of the aircraft.
B. Connecting the Ground Power Unit
(1) Review the PRECAUTIONS section of this chapter.
(2) Start the ground power unit and adjust the output to 28 ± 0.5 vdc with a maximum current output
of 1000 amperes.
(3) Shut the ground power unit down.
(4) Open the ground power receptacle access panel 524L (Ref. Chapter 06-50-00, NACELLE/
(5) Connect the ground power unit electrical connector to the airplane ground power receptacle.
C. Applying Ground Power
(1) If not previously accomplished, perform the CONNECTING THE GROUND POWER UNIT
procedure.
(2) Start the ground power unit.
(3) Rotate the voltmeter select switch to the EXT PWR position.
(4) Monitor the voltage of the ground power unit on the voltmeter for correct input voltage.
(5) Set the BATT switch to ON.
(6) Set the EXT PWR switch on the left outboard subpanel to the EXT PWR position.
(7) Perform the required maintenance actions.
D. Removing Ground Power
(1) Set the EXT PWR switch to OFF.
(2) Set the BATT switch to OFF.
(3) If no further use of ground power is required, perform the DISCONNECTING THE GROUND
POWER UNIT procedure.
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E. Disconnecting the Ground Power Unit

(1) Ensure the REMOVING GROUND POWER procedure has been performed.
(2) Shut down the ground power unit.
(3) Disconnect the ground power unit electrical connector from the aircraft ground power receptacle.
(4) Close the ground power receptacle access panel 524L (Ref. Chapter 06-50-00, NACELLE/
(5) Position the ground power unit clear of the airplane.
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ELECTRICAL LOAD DISTRIBUTION - DESCRIPTION AND OPERATION
1. General
The following Table lists the electrical load requirements of each item of electrical equipment on the
airplane. All resistance loads are calculated at 80% of normal bus voltage, and lamp loads are calculated
at 87% of full load current. To determine the total electrical load of the airplane, determine the electrical
load of all optional equipment installed in the airplane and add that number to the total electrical load
of the standard equipment. The total load shall not exceed 90% (540 amperes), and the total load
from essential equipment shall not exceed 50% (300 amperes), of the total generating capacity of the
two 30-volt, 300-ampere starter-generators. When an item of equipment functions in more than one
system, the load value per unit listed in Table 1 represents the highest value required to operate that item.
Each starter-generator supplies half of the load of the triple-fed bus when both starter-generators are
operating in parallel with the bus tie relays closed.
NOTE: Table 1 lists the electrical equipment installed on a typical airplane. This listing may or may not
reflect all of the electrical equipment installed on a particular airplane. Always verify that the
equipment listed for each bus is the same as that installed on the airplane. If not, adjust the
total load as necessary to determine the actual load for that particular airplane.
Table 1. ELECTRICAL LOAD DISTRIBUTION
Equipment Units Load Each Unit Cruise Load Notes:

(Amps DC) (Amps DC)
Battery Bus
Right Pitot Heat 1 5.4 5.4
Element Assembly
BATTERY BUS 5.4
TOTAL
Hot Battery Bus
Battery Relay 1 0.60 0.6 22
LH Ext. Squib Test 1 0.022 21
B Relay
LH Eng Fire Ext.
Test Light
LH Eng Fire Ext. 1 3.00
Bottle
Glareshield Lights 4 0.17
External Power 1 0.01 0.01
Overvoltage PCB
External Power 1 0.60
Relay
External Power 2 0.04 4
Advisory Lights
Door Lock 2 0.17
Illumination Switch
Lights
Cabin Door Step 5 0.17 3
Lights
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Table 1. ELECTRICAL LOAD DISTRIBUTION (continued)

(Amps DC) (Amps DC)
Cabin Door Step 1 0.30 3
Illumination Light
Cargo 4 0.30
Compartment
Lights
Overaisle Entry 1 0.30 3
Light Assembly
Personal Service 2 0.30 0.6
Unit Cabin Lights
RH Ext. Squib Test 1 0.022 21
B Relay
RH Eng. Fire Ext. 1 0.04 21
Test Light
RH Eng. Fire Bottle 1 3.00
LH Firewall Fuel 1 2.00 23
Shutoff Valve
LH Firewall Fuel 1 0.015 0.015 23
Valve Control Relay
RH Firewall Fuel 1 2.00 23
Shutoff Valve
RH Firewall Fuel 1 0.015 0.015 23
Valve Control Relay
HOT BATTERY BUS TOTAL 1.24
LH Generator Bus
Flap Motor 1 28.0 11
Flap Position 1 0.06 0.06
Transmitter
Indicator
Flap Motor Relay 1 1.25 11
Flight Hour Meter 1 0.01 0.01
Autofeather Arm 1 0.04 11
OFF Light Relay
Autofeather Disable 2 0.04 4
Annunciator Lights
LH Autofeather Arm 1 0.04 11
Light Relay
LH Autofeather On 1 0.022 11
Annunciator Light
Relay
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(Amps DC) (Amps DC)
LH Autofeather Arm 2 0.0 4
Annunciator Lights
LH Disable Light 2 0.022 11
Logic Relays
LH Autofeather 1 0.8 11
Dump Valve
LH Autofeather 1 0.04 4
Repeater Light
RH Autofeather 1 0.04 11
Arm Light Relay
RH Autofeather On 1 0.022 11
Annunciator Light
Relay
Arm Annunciator
Lights
RH Disable Light 2 0.022 11
Logic Relays
Dump Valve
Repeater Light
Copilot Flight 1 0.04 0.04
Instrument Lights
Dim Control
LH Generator Bus (Continued)
Cabin Oxygen 1 0.04 0.04
Pressure Indicator
Light
Copilot Airspeed 2 0.04 0.08
Indicator Lights
Copilot ENCD 2 0.04 0.08
Altimeter Indicator
Lights
Copilot (IVSI) 2 0.04 0.08
Instrument Vertical
Speed Indicator
Lights
Copilot Altimeter 2 0.04 0.08
Static Source Lights
Copilot Avionics 0.42 0.42
Instrument Lights
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(Amps DC) (Amps DC)
Pilot Flight 1 0.04 0.04
Instrument Lights
Dim Control
Pilot Airspeed 2 0.04 0.08
Indicator Lights
Pilot ALT Static 2 0.04 0.08
Source Light
Indicator Lights
Pilot ENCD 2 0.04 0.08
Altimeter Indicator
Lights
Pilot Avionics 0.49 0.49
Instrument Lights
Pilot IVSI Indicator 2 0.04 0.08
Lights
Pilot Instrument 1 0.096 0.096
Panel 8-Day Clock
Light
Copilot Instrument 1 0.096 0.096
Panel 8-Day Clock
Light
Instrument Panel 8 0.04 0.32
Post Lights
Engine Instrument 1 1.21 1.21
Lights Dimmer
Power Supply
RH Turbine 1 0.46 25
Tachometer
Indicator Light
RH Oil Temperature 1 0.23 25
& Pressure
Indicator Light
RH Torque 1 0.23 25
Pressure Indicator
Light
RH ITT Indicator 1 0.56 25
Light
RH Prop Tach 1 0.46 25
Indicator Light
Prop Sync Indicator 1 0.35 25
Light
RH Fuel Flow 1 0.35 25
Indicator Light
24-50-00 Page 4
BEECHCRAFT®
MAINTENANCE MANUAL

(Amps DC) (Amps DC)
LH Turbine Tach 1 0.46 25
Indicator Light
LH Torque Pressure 1 0.23 25
Indicator Light
LH Prop Tach 1 0.46 25
Indicator Light
LH Fuel Flow 1 0.35 25
Indicator Light
LH Oil Temperature 1 0.23 25
Indicator Light
LH ITT Indicator 1 0.56 25
Light
Radio Panel Lights 1.15 1.15
Avionics Lights Dim 1 0.04 0.04
Control
Pilot Control Wheel 1 0.3 0.3
Map Light
Copilot Control 1 0.3 0.3
Wheel Map Light
Bleed Air Control 1 0.02 0.02
Module Assembly
RH Pneumatic 1 0.80
Bleed Air Shutoff
Valve
Pre-Cooler Thru 1 1.00 1.00
Valve
Pre-Cooler Bypass 1 1.00 1.00
Valve
RH Bleed Air 1 1.00 1.00
Pressure Regulator
and Shutoff Valve
ACM Ejector Heater 1 2.56 24
Aft Vent Blower 1 0.35 0.35
High Speed Power
Relay
Fwd Vent Blower 1 0.35 0.35
Low Speed Power
Relay
Aft Vent Blower Low 1 0.35 0.35
Speed Power Relay
LH Fuel Vent Heater 1 2.23 10
24-50-00 Page 5
BEECHCRAFT®
MAINTENANCE MANUAL

(Amps DC) (Amps DC)
LH Ice Vane 1 3.00 10
Actuator
RH Ice Vane 1 3.00 10
Actuator
Control Relays 7 0.04 0.14 2
RH Gen. Tie Open 2 0.04 2, 4
Annunciator Light
LH Gen. Bus Tie 1 0.31 0.15 2
Relay
RH Gen. Bus Tie 1 0.31 0.15 2
Relay
Battery Bus Tie 1 0.04 0.02 2
Current Sensor
Bus Tie Current 2 0.04 0.02 2
Sensor
Man Ties Closed 2 0.04 2, 4
Annunciator Light
Left DC Gen. 2 0.04 2, 4
Annunciator Light
Right DC Gen. 2 0.04 2, 4
Annunciator Light
LH Prop Deice Boot 1 34.00 1, 10
LH Landing Light 1 0.35 13
Control Relay
LH Landing Light 1 15.9 13
Upper Beacon Light 1 2.35 2.35
Lower Beacon Light 1 2.35 2.35
RH Firewall Fuel 1 2.00 23
Shutoff Valve
RH Firewall Valve 1 0.015 0.015 23
Control Relay
No. 1 Inverter 1 15.00 4.29 15
No. 1 Inverter 1 0.27 0.27
Select Relay
Inverter Cooling 1 0.29 0.29
Blower
No. 1 Inverter 1 0.27 0.27
Power Select Relay
No. 1 AC Bus 1 0.09 0.09
Loadshed Relay
24-50-00 Page 6
BEECHCRAFT®
MAINTENANCE MANUAL

(Amps DC) (Amps DC)
No. 2 AC Bus 1 0.09 0.09
Select Relay
Avionics Bus No. 2 1 9.1
Forward Vent 1 21.00 21.00
Blower Motor
LH Auxiliary Fuel 1 6.00 6.00
Pump
Pump Power Relay
Pump Control Relay
LH Fuel Cell Empty 1 0.02 0.02
Control Relay
LH No Fuel XFR 2 0.04 4
Annunciator Lights
Pilot Windshield 1 0.005 10
Anti-ice Remote
Control
Anti-ice Controller
Anti-ice Low Heat
Control Relay
Anti-ice Hi Heat
Control Relay
Pilot Electrothermal 1 42.70 10
Windshield
Pilot Audio Control 1 0.75 0.75
Amplifier
Voltage Regulator 1 0.01
LH Gen Line 1 0.31
Contactor Relay
LH Tail Floodlight 1 5.36
(Dual)
RH Tail Floodlight 1 5.36
(Dual)
DPU-84 1 2.4 2.4
EHSI-84 1 1.5 1.5
24-50-00 Page 7
BEECHCRAFT®
MAINTENANCE MANUAL

(Amps DC) (Amps DC)
EFIS Cooling 4 1.06 4.25
Blowers
EADI-84 1 2.0 2.0
Furnishings Bus 1 0.35
Relay
LH Generator Bus Total 67.279
RH Generator Bus
RH Gen. Line 1 0.31
Contactor Relay
RH Prop Deice Boot 1 34.00 1, 10
Prop Sync Control 1 0.5 0.5
Box
LH & RH Prop 2 1.0 3, 8
Speed Reset
Solenoids
LH & RH Gnd Idle 2 1.8 3
Stop Solenoids
Ground Idle Stop 1 0.09 3
test Relay
Voltage Dropping 1 0.09 3
Relay
Ground Idle Stop 1 0.09 3
Enable Relay
Prop Ground Idle 1 0.06 3
Time Delay
OVHD, Console, 1 0.04 0.04
Side Panel, and
Subpanel Dim
Control
Cabin Altitude 2 0.04 0.08
Indicator Lights
Pneumatic 2 0.04 0.08
Pressure Indicator
Lights
Cabin Pressure 2 0.04 0.08
Control Lights
LH Fuel Quantity 2 0.04 0.08
Indicator Lights
RH Fuel Quantity 2 0.04 0.08
Indicator Lights
24-50-00 Page 8
BEECHCRAFT®
MAINTENANCE MANUAL

(Amps DC) (Amps DC)
OAT Indicator 2 0.03 0.06
Lights
Oxygen Pressure 2 0.04 0.08
Indicator Lights
Cabin Rate of Climb 2 0.04 0.08
Indicator Lights
Magnetic Compass 1 0.04 0.04
Lights
Cabin Air 2 0.04 0.08
Temperature
Indicator Lights
Gyro Suction 2 0.04 0.08
Indicator Lights
Oxygen Pressure 2 0.04 0.08
Indicator Lights
Indicator Lights
RH Generator Bus (Continued)
LH Loadmeter 2 0.04 0.08
Lights
RH Loadmeter 2 0.04 0.08
Lights
DC Volt/Ammeter 2 0.04 0.08
Lights
Prop Ammeter 2 0.04 0.08
Lights
AC Volt/Frequency 2 0.04 0.08
Meter Lights
Avionics Pedestal 0.41 0.41
Lights
Cabin Indirect Light 15 0.3 3.9
Assembly
Reading Lights 18 0.3 5.4
Edgelight Panel 1 0.04 0.04
Dim Control
EL Panel Power 1 2.5 2.5
Supply
Power Lever 1 0.01 0.01
Edgelight Panel
Rudder Trim 1 0.05 0.05
Edgelight Panel
24-50-00 Page 9
BEECHCRAFT®
MAINTENANCE MANUAL

(Amps DC) (Amps DC)
Overhead 1 0.04 0.04
Floodlights Dim
Control
LH & RH Overhead 2 0.3 0.6
Floodlights
Avionics Pedestal 1.0 1.0
Lights
Forward Hot Gas 1 1.2 18
Bypass Valve
Aft Hot Gas Bypass 1 1.2 18
Valve
N1 Speed Sense 1 0.1 0.1
PCB Assembly
Condensor Blower 1 0.6 5
Motor Relay
Air Conditioner 1 3.68 18
Clutch
Air Conditioner N1 2 0.04 4
Low Annunciator
Light
Air Conditioner 1 0.04
Reset Switch
(Underpressure
Light)
Air Conditioner 1 0.04
Reset Switch
(Overpressure
Light)
RH Fuel Vent 1 2.23 10
Heater
LH Ice Vane 1 3.00
Actuator
RH Ice Vane 1 3.00
Actuator
Control Relays 7 0.04 0.04 2
RH Generator 2 0.04 2, 4
Bus Tie Open
Annunciator Lights
LH Generator Bus 1 0.31 0.15 2
Tie Relay
RH Generator Bus 1 0.31 0.15 2
Tie Relay
24-50-00 Page 10
BEECHCRAFT®
MAINTENANCE MANUAL

(Amps DC) (Amps DC)
Battery Bus Tie 1 0.04 0.02 2
Current Sensor
Bus Tie Current 2 0.04 0.02 2
Sensor
Man Ties Close 2 0.04 2, 4
Annunciator Light
LH DC Generator 2 0.04 2, 4
Annunciator Light
RH DC Generator 2 0.04 2, 4
Annunciator Light
RH Alternate Static 1 1.7 10
Port Heat Element
LH Alternate Static 1 1.7 10
Port Heat Element
Stall Warning 1 0.09 3
Sensor Heat
Control Relay
Stall Warning 1 0.09 10
Sensor Heat
Monitor Relay
Lift Transducer 1 9.0 10
Face Plate & Vane
Heat
RH Landing Light 1 0.35 13
Control Relay
RH Landing Light 1 15.9 13
LH Firewall Fuel 1 2.00 23
Shutoff Valve
LH Firewall Valve 1 0.015 0.015 23
Control Relay
No. 2 Inverter 1 15.0 4.27 15
No. 2 Inverter 1 0.27 0.27
Select Relay
No. 2 Inverter 1 0.29 0.29
Cooling Blower
No. 2 Inverter 1 0.27 0.27
Power Select Relay
No. 2 AC Bus 1 0.09 0.09
Loadshed Relay
No. 1 AC Bus 1 0.09
Select Relay
24-50-00 Page 11
BEECHCRAFT®
MAINTENANCE MANUAL

(Amps DC) (Amps DC)
Copilot 1 42.7
Electrothermal
Windshield
Copilot Windshield 1 0.08
Anti-Ice Controller
Anti-Ice Hi Heat
Control Relay
Anti-Ice Lo Heat
Control Relay
Aft Vent Blower 1 21.0 21.0
Motor
RH Auxiliary Fuel 1 6.0 6.0
Pump
Pump Power Relay
Pump Control Relay
RH Fuel Cell Empty 1 0.02 0.02
Control Relay
RH No Fuel XFER 2 0.04 4
Annunciator Light
LH Wing Tip Light 1 2.67
Assembly
RH Wing Tip Light 1 2.67
Assembly
LH Wing Tip Strobe 1 2.00
Light Power Supply
RH Wing Tip Strobe 1 2.00
Light Power Supply
LH Wing Tip Aft 1 1.42 1.42
Navigation Light
RH Wing Tip Aft 1 1.42 1.42
Navigation Light
RH Navigation Tail 1 1.02 1.02
Light
Copilot Encoding 1 0.28 0.28
Alt Indicator
DPU-84 1 2.4 2.4
EHSI-84 1 1.5 1.5
24-50-00 Page 12
BEECHCRAFT®
MAINTENANCE MANUAL

(Amps DC) (Amps DC)
EADI-84 1 2.0 2.0
Electric Trim Off 2 0.04 4
Annunciator Light
Electric Trim 1 0.08
Disconnect Relay
Trim Motor 1 0.85
Trim Motor Clutch 1 0.5
Control Relay 1 0.09
PA and Copilot 1 0.75 0.75
Phone
Aural Annunciation 1 0.75 0.75
Amplifier
Avionics Bus No. 3 1 10.36
RH GENERATOR 70.865
BUS TOTAL
Center Bus
Battery Relay 1 0.6 22
Condenser Blower 1 55.0 5
Motor
Windshield Wiper 1 6.0 11
Motor
LH & RH Generator 2 0.01
Control Panels
Upper Flashing 1 2.35 3
Beacon
Lower Flashing 1 2.35 3
Beacon
LH Wing Tip 1 1.42 1.42
Forward Navigation
Light
RH Wing Tip 1 1.42 1.42
Forward Navigation
Light
LH Tail Navigation 1 1.02 1.02
Light
Center Bus (continued)
LH & RH Ice Lights 2 1.43 10
Taxi Light 1 8.93 3
Taxi Light On 2 0.04 4
Annunciator Light
24-50-00 Page 13
BEECHCRAFT®
MAINTENANCE MANUAL

(Amps DC) (Amps DC)
Personal Service 3 0.3 0.9
Unit
Under Seat Lights 16 0.3 4.8
Surface Deice 1 0.2 10
Control Module
Assembly
Deice Distributor 1 1.5 10
Valve
Inboard Wing Deice 2 0.04 4, 10
Annunciator Lights
Outboard Wing 2 0.04 4, 10
Deice Annunciator
Lights
Tail Deice 2 0.04 4, 10
Annunciator Lights
Manual Prop Deice 1 0.27
Relay
LH Prop Deice Boot 1 34.0 1
RH Prop Deice Boot 1 34.0 1
LH Standby Fuel 1 10.5 12
Pump
RH Standby Fuel 1 10.5 12
Pump
Landing Gear 1 180.0 11
Hydraulic Power
Pack Motor
Time Delay Module 1 0.06 11
Assembly
LH Engine Fire 1 0.04 4
Extinguisher Switch
Discharge Light
Fire Extinguisher 1 0.006 0.006
Monitor Module
LH Ext Squib Test A 1 0.022
Relay
LH Ext Sensor Test 1 0.022
Relay
RH Engine Fire 1 0.04 4
Extinguisher Switch
Discharge Light
Fire Extinguisher 1 0.006 0.006
Monitor Module
24-50-00 Page 14
BEECHCRAFT®
MAINTENANCE MANUAL

(Amps DC) (Amps DC)
RH Extinguisher 1 0.022
Squib Test A Relay
RH Extinguisher 1 0.022
Sensor Test Relay
No. 1 Inverter 1 15.0 15, 27
No. 1 Inverter 1 0.27 15
Select Relay
Cooling Blower
Select Relay
Center Bus (continued)
Cooling Blower
CENTER BUS 9.572
TOTAL
Triple-Fed Bus
Left Torquemeter 1 0.09 0.09 30
LH Fuel Flow 1 0.035 0.035
Indicator &
Transmitter
LH Oil Temperature 1 0.5 0.5
& Pressure
Indicator and
Transmitter
LH Oil Temperature 1 0.5 0.5
& Pressure
Indicator
LH Turbine Tach 1 0.22 0.22
Indicator
LH Propeller Tach 1 0.22 0.22
Indicator
Engine Fire 1 0.07 0.07
Detection Control
LH Engine Fire Pull 2 0.07
Switch Lights
LH Engine Fire 2 0.04
Extinguisher Switch
Lights
LH Fire Loop 2 0.04 4
Annunciator Light
24-50-00 Page 15
BEECHCRAFT®
MAINTENANCE MANUAL

(Amps DC) (Amps DC)
LH Ignition Exciter 1 1.0 16
LH Ignition On 2 0.04 16
Advisory Lights
LH Start Relay 1 3.21 9
LH Ignition Relay 1 0.09 9
Bus Tie Control 1 0.04 9
Relay
LH & RH Generator 2 0.04 9
Control Relays
LH Bleed Air 2 0.04 4
Fail Warning
Annunciator Lights
Stall Warning Lift 1 2.0 2.0
Computer
Annunciator Control 1 0.2 0.2
Module
Master Warning 8 0.04 4, 21
Lights
Master Caution 8 0.04 4, 21
Lights
Caution & Advisory 108 0.04 4, 21
Light Assembly
Annunciator 40 0.04 2, 21
Warning Light
Assembly
Hydraulic Fluid 1 0.25 21
Level Sensor Test
Annunciator 1 0.18 0.18
Legend Power
Source Module
Annunciator 1 0.18
Legend Power
Source Module
RH Collector Tank 2 0.04 4
Low Lights
Triple-Fed Bus (Continued)
LH Collector Tank 2 0.04 4
Low Lights
RH Firewall Valve 2 0.04 4
Lights
LH Firewall Valve 2 0.04 4
Lights
24-50-00 Page 16
BEECHCRAFT®
MAINTENANCE MANUAL

(Amps DC) (Amps DC)
RH Brake Deice 2 0.04 4
Overheat Lights
LH Brake Deice 2 0.04 4
Overheat Lights
RH Engine Ice Fail 2 0.04 4
Lights
LH Engine Ice Fail 2 0.04 4
Lights
Hydraulic Fluid Low 2 0.04 4
Lights
Battery Charge 2 0.04 4
Lights
Manual Steering 2 0.04 4
Fail Lights
RH Environmental 2 0.04 4
Off Lights
LH Environmental 2 0.04 4
Off Lights
Forward Cabin 2 0.04 4
Door Lights
Anti-Skid Fail Lights 2 0.04 4
RH Pitot Heat Lights 2 0.04 4
LH Pitot Heat Lights 2 0.04 4
No. 2 AC Bus 2 0.04 4
Lights
Autofeather Off 2 0.04 4
Lights
No. 1 AC Bus 2 0.04 4
Lights
Forward Cabin 2 0.04 4
Door Lights
Cargo Door Lights 2 0.04 4
RH Oil Pressure 2 0.04 4
Lights
LH Oil Pressure 2 0.04 4
Lights
Cabin Altitude Light 1 0.04 4
RH Environmental 2 0.04 4
Fail Lights
LH Environmental 2 0.04 4
Fail Lights
24-50-00 Page 17
BEECHCRAFT®
MAINTENANCE MANUAL

(Amps DC) (Amps DC)
Cabin Differential 2 0.04 4
Pressure Lights
Stall Warning Heat 2 0.04 4
Lights
Fuel Transfer Lights 2 0.04 4
Transfer Valve Fall 2 0.04 4
Lights
Hydraulic Fluid 1 0.13 0.13
Level Sensor
RH Low Fuel Feed 1 0.13 0.13
Sensor
LH Low Fuel Feed 1 0.13 0.13
Sensor
Fuel XFER Time 1 0.022 14
Delay Logic Relay
Fuel XFER Time 2 0.022 0.044
Delay Logic Relays
Fuel Transfer 1 0.06 0.06
Control PCB
Prop Deice Timer 1 0.04 10
LH Auto Prop Deice 1 0.35 1, 10
Relay
RH Auto Prop Deice 1 0.35 1, 10
Relay
RH Torquemeter 1 0.09 0.09 30
RH Fuel Flow 1 0.035 0.035
Indicator &
Transmitter
RH Oil Temperature 1 0.5 0.5
and Pressure
Indicator and
Transmitter
RH Oil Temperature 1 0.5 0.5
& Pressure
Indicator
Engine Fire 1 0.07 0.07
Detection Control
RH Engine Fire Pull 2 0.07
Switch Lights
RH Engine Fire 2 0.04
Extinguisher Switch
Lights
24-50-00 Page 18
BEECHCRAFT®
MAINTENANCE MANUAL

(Amps DC) (Amps DC)
RH Fire Loop 2 0.04 4
Annunciator Lights
RH Turbine Tach 1 0.22 0.22
Indicator
RH Propeller Tach 1 0.22 0.22
Indicator
RH Ignition Exciter 1 1.0 16
RH Ignition On 2 0.04 16
Advisory Lights
RH Start Relay 1 3.21 9
RH Ignition Relay 1 0.09 9
Bus Tie Control 1 0.04 9
Relay
LH & RH Generator 2 0.04 9
Control
RH Bleed Air Fail 2 0.04 4
Warning Lights
Aural Annunciator 1 2.2 2.2
Amplifier
Supplemental 1 0.5 0.5
Aural Annunciation
Amplifier
Control Handle
Test Lights
Position
Annunciator Lights
Landing Gear 2 0.04
Control Handle
Lights
Landing Gear 1 0.09
Handle Lights Relay
(Horn Silenced)
LH Pneumatic 1 0.08
Bleed Air Shutoff
Valve
LH Bleed Air 1 1.0 1.0
Pressure Regulator
and Shutoff Valve
ACM Ejector Heater 1 2.56 2.56 24
24-50-00 Page 19
BEECHCRAFT®
MAINTENANCE MANUAL

(Amps DC) (Amps DC)
LH Precooler 1 1.0 1.0
Bypass Valve
LH Precooler Thru 1 1.0 1.0
Valve
Bleed Air Control 1 0.02 0.02
Module Assembly
Battery Bus Tie 1 1.35 21
Current Sensor
LH Bus Tie Current 1 1.35 21
Sensor
RH Bus Tie Current 1 1.35 21
Sensor
Battery Bus Tie 1 0.06 0.06
Relay
Open Annunciator
Light
Cabin Air 1 0.33 0.33
Temperature
Indicator
Cabin Temperature 1 1.5 1.5
Control Box
Heat Cool 1 0.02 0.02
Command Relay
Bleed Air 1 0.6 0.6
Overtemperature
Detector
ACM Bypass Valve 1 2.0
RH Pneumatic 1 1.2
Bleed Test Valve
LH Pneumatic 1 1.2
Bleed Test Valve
LED Lockout Relay 1 0.022
Control Relays 1.5 0.04 15
LH Generator Bus 1 0.31 15
Tie Control Relay
RH Generator Bus 1 0.31 15
Tie Control Relay
Current Sensor
Bus Tie Current 2 0.04 15
Sensors
24-50-00 Page 20
BEECHCRAFT®
MAINTENANCE MANUAL

(Amps DC) (Amps DC)
LH Generator Tie 2 0.04 4, 15
Open Annunciator
Lights
Man Ties Closed 2 0.04 4, 15
Annunciator Lights
Annunciator Lights
Annunciator Lights
Control Relays 1.5 0.04 15
RH Generator Tie 2 0.04 4, 15
Open Annunciator
Lights
LH Generator Bus 1 0.31 15
Tie Control Relay
RH Generator Bus 1 0.31 15
Tie Control Relay
Current Sensor
Bus Tie Current 2 0.04 15
Sensors
Man Ties Close 2 0.04 4, 15
Annunciator Lights
Annunciator Lights
Annunciator Lights
LH Pitot Heat 1 5.4 5.4
Element Assembly
Instrument Indirect 1 0.04 0.04
Light Dim Control
Glareshield Lights 10 0.17 1.7
Avionics 1.0 1.0
Annunciator
Avionics Relay 1 0.23 7
Ram Air Door 1 0.21 0.21
Solenoid
Cabin Pressure 1 0.62 3
Preset Solenoid
Valve
24-50-00 Page 21
BEECHCRAFT®
MAINTENANCE MANUAL

(Amps DC) (Amps DC)
Cabin Pressure 1 0.62 3
Dump Valve
Downlock Solenoid
Landing Gear 1 1.0 1.0
Select Valve
Landing Gear Motor 1 0.6 11
Power Relay
Landing Gear Bus 1 0.04 11
Sense Relay
Time Delay Output 1 0.04 14
Relay
Warning Silence
Relay
LH Low Fuel Level 1 0.13 0.13
Sensor
LH Fuel 2 0.04 4
Quantity Caution
Annunciator Lights
LH Low Fuel Level 1 0.08 21
Sensor Test
RH Low Fuel Level 1 0.08 21
Sensor Test
Rudder Boost Off 2 0.04 4
Annunciator Lights
Cockpit Voice 1 0.72 0.72
Recorder
Pilot Encoding Alt 1 0.25 0.25
Indicator
Transducers 2 0.5
LH Fuel Quantity 1 0.03 0.03
Indicator
Auxiliary/Main Fuel 1 0.15 8
Gaging Relay
LH Fuel 2 0.04 4
Pressure Warning
Annunciator Light
Pump Auto Start
Relay
24-50-00 Page 22
BEECHCRAFT®
MAINTENANCE MANUAL

(Amps DC) (Amps DC)
Fuel Crossfeed 1 1.42
Valve
RH Fuel 2 0.04 4
Pressure Warning
Annunciator Light
Pump Auto Start
Relay
RH Fuel Quantity 1 0.03 0.03
Indicator
Auxiliary/Main Fuel 1 0.15 8
Gaging Relay
RH Low Fuel Level 1 0.13 0.13
Sensor
RH Fuel 2 0.04 4
Quantity Caution
Annunciator Lights
RH Low Fuel Level 1 0.08 21
Sensor Test
RH Fuel Feed 1 0.08 21
Sensor Test
Pilot Airspeed 1 0.24 0.24
Indicator
Pilot Speaker 1 0.75 0.75
Copilot Speaker 1 0.75 0.75
Flight Director 1 1.0 1.0
Servo
Flight Director No. 1 2.17 2.17 29
1
Flight Director No. 1 1.99 1.99
2
Avionics Bus No. 1 1.0 3.36
TRIPLE-FED BUS 38.23438.414 3130
TOTAL
Avionics Bus No. 1
VHF-22A 1 6.0 (XMIT) 0.5 0.5 6, 17
(REC)
VIR-32 1 1.0 1.0
RMI-36 1 0.6 0.6
MCS-65 1 1.06 1.06
DSPL Control 1 0.2 0.2
24-50-00 Page 23
BEECHCRAFT®
MAINTENANCE MANUAL

(Amps DC) (Amps DC)
Avionics Bus No. 1 TOTAL 3.36
Avionics Bus No. 2
VHF-22A 1 6.0 (XMIT) 0.5 0.5 17
(REC)
ADF-462 1 0.6 0.6
WXR-350 1 3.75 3.75
TDR-90 1 1.0 1.0
DME-42 1 0.65 0.65
Cabin Briefer 1 0.7 0.7
Auxiliary Battery 1 1.9 1.9 28
Avionics Bus No. 3
VIR-32 1 1.0 1.0
DME-42 1 0.65 0.65
RMI-36 1 0.6 0.6
ALT-55 1 1.1 1.1
MCS-65 1 1.06 1.06
TDR-90 1 1.0 1.0
KAS-297 1 0.35 0.35
DSPL Control 1 0.2 0.2
Standby Auxiliary 1 1.9 1.9 28
Battery
KLN-88 1 2.5 2.5
No. 1 Inverter Maintain Bus 26
LH Torque Pressure 1 12.0 11.80 31
Indicator
LH Inverter Warm 1 12.0 7.20
Relay
ATT #1 1 35.00 21.00
RMI #2 1 0.26 0.15
NAV #1 1 0.07
Flight Recorder 1 00.10.26 0.0060.15
No. 1 Inverter Shed Bus 26
Radar 1 0.10
TOTAL LOAD ON NO. 1 INVERTER 40.3128.51 3130
24-50-00 Page 24
BEECHCRAFT®
MAINTENANCE MANUAL

(Amps DC) (Amps DC)
No. 2 Inverter Maintain Bus 26
RH Torque 1 12.0 11.80 31
Pressure Indicator
RH Inverter 1 12.0 7.20
Warning Relay
ATT #2 1 35.0 21.00
No. 2 Inverter Shed Bus 26
RMI #1 1 0.26 0.15
NAV #2 1 0.07
TOTAL LOAD ON NO. 2 INVERTER 40.1528.35 3130
Table 2. Notes
1. Only one unit operates at a time.

2. Each generator supplies half the load when both generators are operating.
3. Used only on ground.
4. Annunciator lights are illuminated when advisory, warning or caution legends are powered.
5. Operates only when landing gear is down.
6. Limit transmissions to three minutes total when operating on battery only.
7. Relays energized when avionics master switch is off.
8. Energized by momentary switch.
9. Starting loads are not tabulated in cruise load as they should be ground loads only.
10. Load included in deice total only.
11. Used during takeoff and landing only.
12. Used during engine start and when engine driven boost pump fails.
13. Used five minutes before landing.
14. Receives power during fault only.
15. Alternate power from battery, normal power provided by either LH or RH generator bus.
16. Used during engine start and auto ignition.
17. Only one transmitter is considered in operation at a time.
18. Load included in air conditioning total only.
19. Battery capacity available is assumed to be 75% of nameplate rating (amp hours at one hour rate) to
compensate for state of charge of battery and loss of capacity due to aging.
20. Loads on battery are adjusted for lower voltage as follows: Lights at 0.87 of inverter rating at 1.2
times normal load, and all other loads at 0.8 of rating.
21. Energized by momentary switch for test.
22. Load shared by battery and center bus.
24-50-00 Page 25
BEECHCRAFT®
MAINTENANCE MANUAL
Table 2. Notes (continued)

23. Power is supplied by battery or ships bus.
24. Load shared by triple-fed bus and LH generator bus.
25. Load considered in power supply load.
26. In the event that a dual generator failure occurs, power for the inverters is supplied by the aircraft
battery bus. AC equipment identified on the inverter shed bus will be automatically shed. Equipment
identified on the inverter maintain bus will continue to receive electrical power.
27. Load includes power for the equipment transferred from the No. 2 inverter.
28. 1 Amp battery fully charged, 15 Amp battery discharged.
29. Includes 0.18 Amp for autopilot.
30. Effectivity: UE-93 and After.
31. Effectivity: UE-2 through UE-92.
24-50-00 Page 26
BEECHCRAFT®
MAINTENANCE MANUAL
ELECTRICAL LOAD DISTRIBUTION - MAINTENANCE PRACTICES
1. Electrical Load Distribution

A. BUS Conformity Check
During normal operation, detection of faulty limiters and diodes in the airplane electrical system is
difficult. However, by utilizing the voltmeter and voltmeter select switches, an operational check of the
airplane bus system may be accomplished. These procedures should be followed after maintenance
has been performed on the electrical system. Ensure that all electrical equipment, including the
avionics equipment, is turned off before performing the procedure.
(1) With the battery and external power switches in the OFF position and the generator bus tie
switch in the NORM position, rotate the voltmeter select switch on the overhead meter panel
to the BATT position and verify that the voltmeter indicates battery voltage. Select each of the
remaining buses with the voltmeter select switch and verify that the voltmeter indicates zero volts
for the other buses.
(2) Place the battery switch in the ON position.
(3) Rotate the voltmeter select switch to the BATT position and verify that the voltmeter indicates
battery voltage.
(4) Rotate the voltmeter select switch to the TPL FED position and verify that the voltmeter indicates
slightly less than battery voltage.
(5) Rotate the voltmeter select switch to the CTR BUS position and verify that the voltmeter indicates
battery voltage.
(6) Rotate the voltmeter select switch to the L GEN and R GEN positions and verify that the voltmeter
indicates zero volts for each position.
(7) Place the GEN TIES switch in the CLOSE position and verify that the green MAN TIES CLOSE
advisory annunciator illuminates. Verify that the yellow R GEN TIE OPEN and L GEN TIE OPEN
caution annunciators extinguish. Verify that battery voltage is indicated on the voltmeter when
BATT, L GEN and R GEN are selected with the voltmeter select switch.
(8) Rotate the voltmeter select switch to EXT PWR and verify that the voltmeter indicates zero volts.
Verify that the loadmeters indicate zero percent.
(9) Move the BUS SENSE switch (located on the LH outboard subpanel) to the TEST position, then
release. Verify that the yellow L GEN TIE OPEN, R GEN TIE OPEN, and BATT TIE OPEN
caution annunciators illuminate. Rotate the voltmeter select switch to the BATT position and
verify that the voltmeter indicates battery voltage. Select the TPL BUS position and verify that
the voltmeter indicates slightly less than battery voltage. Select each of the remaining buses.
Verify that the voltmeter indicates zero volts for each of the remaining buses.
(10) Place the BUS SENSE switch in the RESET position, then release. Verify that the yellow L GEN
TIE OPEN, R GEN TIE OPEN, and BATT TIE OPEN caution annunciators extinguish.
(11) Start both engines with procedures outlined in the Model 1900D Airliner Airplane Flight Manual
and increase the speed of both engines to HIGH IDLE.
(12) Move the RH generator control switch to the RESET position, then release to ON to bring the RH
starter-generator on line. Verify that the buses are now powered by the RH starter-generator.
(13) Rotate the voltmeter select switch to L GEN and R GEN. Verify that the voltmeter indicates 28.25
± 0.25 volts for each generator bus.
(14) Rotate the voltmeter select switch to the BATT position and verify that the voltmeter indicates
28.25 ± 0.25 vdc.
(15) Turn on enough electrical equipment to establish a 50% load on the system, as indicated by the
RH loadmeter.
(16) Place the LH generator control switch in the RESET position, then release to ON to bring the
LH starter-generator on line. With both starter-generators on line, verify that the LH and RH
loadmeter indications are approximately equal.
(17) Place the GEN TIES switch in the OPEN position. Verify that the yellow L GEN TIE OPEN and
R GEN TIE OPEN annunciators illuminate.
(18) Place the L GEN and BATT switches in the OFF position.
(19) Rotate the voltmeter select switch to the L GEN position and verify that the voltmeter indicates
zero volts. Select the R GEN position and verify that the voltmeter indicates 28.25 ±0.25 vdc.
Select the BATT position and verify that the voltmeter indicates battery voltage.
24-50-00 Page 201

BEECHCRAFT®
MAINTENANCE MANUAL
(20) Move the L GEN switch to RESET, then release to ON. Place the R GEN switch in the OFF
position and verify that the voltmeter indicates battery voltage. Rotate the voltmeter select switch
to L GEN and verify that the voltmeter indicates 28.25 ± 0.25 vdc. Rotate the voltmeter select
switch to R GEN and verify that the voltmeter indicates zero volts.
(21) Move the GEN TIES switch to the NORM position. Verify that the bus tie relays automatically
close and that the voltmeter reads 28.25 ±0.25 vdc for the R GEN bus.
(22) Shut down the engines using procedures outlined in the Model 1900D Airliner Airplane Flight
Manual.
(23) Place both generator control switches in the OFF position.
(24) If all indications were typical of a normal system as specified in the previous Steps, the system
has passed the bus conformity check. Any abnormal readings indicate a system fault. Replace
any faulty components.
B. Triple-Fed BUS Diodes Operational Check
Power is fed to the triple-fed bus from both generator buses and the battery through three blocking
diodes mounted on a heat sink under the cabin floor at FS 155.00. It is important to verify that
continuity, in one direction only, exists through each diode to ensure that the triple-fed bus can be fed
by each power source individually, if necessary. The following operational check should be performed
to coincide with periodic detailed inspections of the airplane. Perform the check as follows:
(1) Place the external power switch in the OFF position.
(2) Place the battery switch in the ON position. Rotate the voltmeter select switch to the TPL BUS
position. Verify that a reading slightly less than battery voltage is indicated on the voltmeter.
(3) Rotate the voltmeter select switch to the R GEN and L GEN positions. The generator buses will
read zero volts if the diodes have not shorted.
(4) Start both engines with procedures outlined in the Model 1900D Airliner Airplane Flight Manual
and increase the speed of both engines to HIGH IDLE. Place the RH generator control switch
in the RESET position, then release to ON.
(5) Place the battery switch in the ON position and the generator bus tie switch in the OPEN position.
Rotate the voltmeter select switch to the TPL FED position. Verify that the voltmeter indicates
slightly less than generator voltage.
(6) Rotate the voltmeter select switch to L GEN and verify that the voltmeter indicates zero. If not,
suspect a faulty diode between the left generator and triple-fed buses.
(7) Rotate the voltmeter select switch to BATT and verify that the voltmeter indicates battery voltage.
(8) Place the LH generator control switch in the RESET position, then release to ON. Place the RH
generator control switch in the OFF position.
(9) Rotate the voltmeter select switch to TPL FED and verify that the voltmeter indicates slightly
less than generator voltage on the voltmeter. When R GEN is selected, verify that zero volts is
indicated on the voltmeter. Voltage on the right generator bus indicates a faulty diode between
the triple-fed and right generator buses.
(10) Shut the engines down with procedures outlined in the Model 1900D Airliner Airplane Flight
Manual.
(11) Place the LH generator control switch in the OFF position.
(12) If all checks had normal indications the triple-fed bus diodes are functioning correctly. If any
abnormal readings were present, replace the affected diode.
24-50-00 Page 202

CHAPTER
25
EQUIPMENT/
FURNISHINGS
BEECHCRAFT®
MAINTENANCE MANUAL

25-Title Page 1
25-00-00 Page 1 May 1/2019
25-10-00 Page 201 May 1/2019
25-10-01 Pages 201-202 May 1/2019
25-10-02 Pages 201-202 May 1/2019
25-10-03 Pages 201-202 May 1/2019
25-20-00 Pages 201-206 May 1/2019
25-20-01 Pages 201-202 May 1/2019
25-20-02 Pages 201-208 May 1/2019
25-20-03 Pages 201-210 May 1/2019
25-20-04 Pages 201-202 May 1/2019
25-40-00 Pages 201-205 May 1/2019
25-50-00 Pages 201-205 May 1/2019
25-60-00 Pages 1-7 May 1/2019
25-61-01 Pages 201-205 May 1/2019
25-61-02 Pages 201-205 May 1/2019
25-61-03 Pages 201-205 May 1/2019
25-62-01 Page 201 May 1/2019
25-63-01 Pages 201-202 May 1/2019

MAINTENANCE MANUAL

Temporary Revision
Number
BEECHCRAFT®
MAINTENANCE MANUAL
CONTENTS
EQUIPMENT/FURNISHINGS - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-00-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-00-00 Page 1
FLIGHT COMPARTMENT - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . 25-10-00 Page 201
Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-10-00 Page 201
FLIGHT COMPARTMENT CARPET - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . 25-10-01 Page 201
Carpet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-10-01 Page 201
FLIGHT COMPARTMENT SIDEWALL UPHOLSTERY - MAINTENANCE PRACTICES . 25-10-02 Page 201
Lower Sidewall Upholstery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-10-02 Page 201
FLIGHT COMPARTMENT HEADLINER - MAINTENANCE PRACTICES . . . . . . . . . . . . . . 25-10-03 Page 201
Headliner. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-10-03 Page 201
PASSENGER COMPARTMENT - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . 25-20-00 Page 201
Seat - Model 912. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-20-00 Page 201
Passenger Seat Back Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-20-00 Page 201
Passenger Seat Bottom Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-20-00 Page 202
Seat - Model 936. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-20-00 Page 202
Triple Seat - Model 936 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-20-00 Page 205
PASSENGER COMPARTMENT CARPET - MAINTENANCE PRACTICES . . . . . . . . . . . . 25-20-01 Page 201
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-20-01 Page 201
PASSENGER COMPARTMENT PARTITIONS - MAINTENANCE PRACTICES . . . . . . . . 25-20-02 Page 201
Forward Partition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-20-02 Page 201
Forward RH Closet Partition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-20-02 Page 201
Forward LH Stub Partition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-20-02 Page 202
Aft Movable Partition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-20-02 Page 202
LAVATORY ENTRY PARTITION (OPTIONAL ON UE-204 AND AFTER) . . . . . . . . . 25-20-02 Page 202
PASSENGER COMPARTMENT SIDEWALL UPHOLSTERY - MAINTENANCE
PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-20-03 Page 201
Sidewall Armrest and Air Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-20-03 Page 201
Lower Sidewall Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-20-03 Page 201
Heat Register Grill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-20-03 Page 203
Wiring Duct. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-20-03 Page 203
Cabin Window Molding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-20-03 Page 203
Passenger Service Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-20-03 Page 204
Escape Hatch Upholstery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-20-03 Page 204
Cabin Upper Sidewall Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-20-03 Page 204
PASSENGER COMPARTMENT HEADLINER - MAINTENANCE PRACTICES. . . . . . . . . 25-20-04 Page 201
Upper Cabin Entrance Door Frame Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-20-04 Page 201
Cabin Headliner Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-20-04 Page 201
LAVATORY - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-40-00 Page 201
Toilet Cabinet - (Optional on UE-204 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-40-00 Page 201
Vanity/Partition - (Optional on Ue-204 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-40-00 Page 201
Vanity - (Optional on Ue-204 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-40-00 Page 202
CARGO COMPARTMENT - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . 25-50-00 Page 201
Cargo Floor Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-50-00 Page 201
Pressurization Valve Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-50-00 Page 201
Cargo Compartment Aft Pressure Bulkhead Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-50-00 Page 201
Cargo Compartment Sidewall and Headliner. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-50-00 Page 201
BEECHCRAFT®
MAINTENANCE MANUAL
EMERGENCY - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-60-00 Page 1

Emergency Locator Transmitters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-60-00 Page 1
Underwater Locator Device (ULD) - F1000 Flight Data Recorder (FDR) . . . . . . . . . . 25-60-00 Page 2
Underwater Locator Device (ULD) - FA2100 Flight Data Recorder (FDR) . . . . . . . . . 25-60-00 Page 3
Emergency Crash Axe (UE-1 and After with Kit 129-5304-1 Installed; Optional on
UE-430 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-60-00 Page 3
NARCO ELT 10 EMERGENCY LOCATOR TRANSMITTER - MAINTENANCE
PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-61-01 Page 201
Narco ELT 10 Emergency Locator Transmitter - (Airplanes Without Kit 129-3009-5
installed: UE-1 thru UE-19, UE-24 thru UE-30) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-61-01 Page 201
Narco ELT 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-61-01 Page 202
Narco ELT 10 Battery Pack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-61-01 Page 203
ELT Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-61-01 Page 204
ARTEX 110-4-002 EMERGENCY LOCATOR TRANSMITTER - MAINTENANCE
PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-61-02 Page 201
Artex 110-4-002 Emergency Locator Transmitter - (UE-20 thru UE-23, UE-31 and
After, and Prior Airplanes With Kit 129-3009-5 Installed). . . . . . . . . . . . . . . . . . . . . . 25-61-02 Page 201
Artex 110-4-002 ELT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-61-02 Page 201
Artex 110-4-002 ELT Battery Pack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-61-02 Page 203
ELT Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-61-02 Page 204
ARTEX C406-2 EMERGENCY LOCATOR TRANSMITTER - MAINTENANCE
PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-61-03 Page 201
Artex C406-2 Emergency Locator Transmitter - (UE-313 thru UE-429 With Kit 129-
3404-1 Installed; Optional UE-430 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-61-03 Page 201
ARTEX C406-2 ELT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-61-03 Page 201
ARTEX C406-2 ELT Battery Pack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-61-03 Page 203
ELT Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-61-03 Page 204
UNDERWATER LOCATOR DEVICE (ULD) - MAINTENANCE PRACTICES . . . . . . . . . . . 25-62-01 Page 201
F1000 Flight Data Recorder (FDR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-62-01 Page 201
Water Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-62-01 Page 201
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-62-01 Page 201
Beacon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-62-01 Page 201
EMERGENCY CRASH AXE - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . 25-63-01 Page 201
Emergency Crash Axe (UE-1 and After with Kit 129-5304-1 Installed; Optional on
UE-430 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-63-01 Page 201
Leather Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-63-01 Page 201
BEECHCRAFT®
MAINTENANCE MANUAL
EQUIPMENT/FURNISHINGS - GENERAL
1. General
conforming to the specification listed may be used. The products included in these Tables have been

1. Tape, 2 inch No. 445 Minnesota Mining & Mfg.
wide, double Co. St. Paul, MN
Faced
2. Solvent O-A-S1 Acetone Obtain Locally
3. Solvent TT-N-95 Naptha Obtain Locally
4. Solvent TT-M-261 Methyl Propyl Ketone Obtain Locally
5. Adhesive EC-1300L Minnesota Mining & Mfg.
Co. St. Paul, MN
6. Anti-Skid SP 1593 Gray Wooster Products 100
Walkway Coating Spruce St. Wooster, OH
44691-4654
7. Primer EC-847 Minnesota Mining & Mfg.
Co. St. Paul, MN
8. Tape, 0.43 inch DI-NOC Embossed Minnesota Mining & Mfg.
wide vinyl Sensitive Co. St. Paul, MN
9. Adhesive RTV 732 Dow Corning 3901 S.
Saginaw Rd. Midland, MI
48641
10. Tape, 2 inch No. 361 Minnesota Mining & Mfg.
wide, Glass cloth Co. St. Paul, MN
25-00-00 Page 1
BEECHCRAFT®
MAINTENANCE MANUAL
FLIGHT COMPARTMENT - MAINTENANCE PRACTICES
1. Seat
A. Removal
CAUTION: Lower the pilot's seat to its lowest position and reposition the left armrest
before removing the seat so it will not strike the fuel control panel.
(1) Remove the seat stops from the forward end of each track.
(2) Lift the lever beneath the forward edge of the seat cushion to release the seat adjustment lock
pins in the seat tracks.
(3) Move the seat forward until it clears the mounting tracks.
NOTE: The seats will not clear the flight compartment partition door in the upright position.
To remove a seat from the compartment, place the armrests up, turn the seat on its
side and carefully work it through the door.
B. Installation
(1) Carefully work the seat through the flight compartment partition door and place the seat in
position to align the seat guides with the mounting tracks.
CAUTION: When installing the pilot's seat, lower the seat to its lowest position
and place the left armrest down before sliding the seat into position,
so the arm rest will not strike the fuel control panel.
(2) Release the forward and aft adjustment lock and slide the seat into the desired position. Take
care not to force the seat against the fuel control panel during installation.
(3) Replace the seat stops at the forward end of each track.
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FLIGHT COMPARTMENT CARPET - MAINTENANCE PRACTICES
1. Carpet
A. Removal and Installation
Carpeting (Ref Figure 201) installed in the flight compartment is secured in position with strips of No.
445, 2-inch-wide, double-faced tape (1, Table 1, 25-00-00) installed on the back of the carpet (Ref
Figure 201, Chapter 27-20-02). If it becomes necessary to install new tape, all surfaces which the
tape contacts must be free of dust, oil, fingerprints or other contaminant soils. Clean all contacting
metal surfaces with solvents or an approved alkaline cleaning solution (2,3 or 4, Table 1, 25-00-00).
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Flight Compartment Carpet

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FLIGHT COMPARTMENT SIDEWALL UPHOLSTERY - MAINTENANCE PRACTICES
1. Lower Sidewall Upholstery

A. Removal
(1) Remove the forward partitions and door (Ref. 25-20-02).
(2) Remove the flight compartment seats, map cases, etc (Ref. Figure 201).
(3) Empty the side panel pockets.
(4) Disconnect and remove the O.A.T. indicators, microphone and headphone jacks, etc., and all
escutcheons from the side panels.
(5) Remove all screws and washers which secure the lower sidepanels to the fuselage structure.
(6) Pull the bottom edge of the lower sidepanels away from the sidewall while simultaneously
slipping the panels from beneath the lower edge of the upper sidepanels. Remove the lower
sidepanels from the airplane.
(7) Remove the screws which secure the retainer strip at the lower edge of the upper sidepanel to
the fuselage structure.
(8) Carefully slip the upper sidepanels from the retainer strip at the lower edge of the window
escutcheon and from beneath the fuel control panel on the left side or the circuit breaker panel
on the right side of the airplane. Remove the upper sidepanel from the airplane.
NOTE: The RH upper sidepanel has a small face panel just forward of the RH circuit
breaker panel which is secured to the fuselage structure with one screw and washer.
Removal of this screw and washer will allow this panel to be removed; however,
removal of this panels is normally unnecessary unless the panel is to be replaced.
B. Installation
(1) Install the small face panel forward of the RH circuit breaker panel and secure it with one screw
and washer (Ref. Figure 201).
(2) Place the upper sidepanels in position, carefully slipping the upper edge of the panels beneath
the fuel control panel on the left side and beneath the circuit breaker panel on the right side
while simultaneously slipping the panels into the retainer strips on the lower edge of the window
escutcheons.
(3) Install the screws in the well nuts in the retainer strips at the lower edge of the upper sidepanels
to secure the panels in place.
(4) Place the lower side panels in position while simultaneously slipping the upper edges of the
panels beneath the lower edges of the upper sidepanels.
(5) Align the screw holes in the lower sidepanels with the holes in the fuselage structure, and secure
the panel with the screws and washers.
(6) Install and connect the sidepanel escutcheons, microphone and headphone jacks, O.A.T.
indicators, etc.
(7) Install the flight compartment map cases, seats, etc.
(8) Install the forward partitions (Ref. 25-20-02).
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Flight Compartment Upholstery

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FLIGHT COMPARTMENT HEADLINER - MAINTENANCE PRACTICES
1. Headliner
A. Removal
(1) Perform FORWARD PARTITION REMOVAL Procedure (Ref. 25-20-02).
(2) Remove the Wemac air valves as instructed under AIR OUTLET REMOVAL (Ref. Chapter 21-
20-02).
(3) Remove the screws which attach the oxygen containers to the headliner, disconnect the oxygen
lines and remove the oxygen containers from the headliner (Ref. Figure 201).
(4) Remove the screws which attach the compass windshield post escutcheon and remove the
escutcheon.
(5) Remove knobs and attaching screws from the overhead control panel edgelite placard and
carefully remove the placard from the airplane.
(6) Remove the two attaching screws from sun visor mounting brackets and remove the sun visor
assemblies.
(7) Remove the two attaching screws from the pilot and copilot assist straps and remove the assist
straps.
(8) Remove the window escutcheons as described in Chapter 56-10-02.
(9) Lower the headliner panel as necessary to disconnect the reading lights, then continue to
carefully lower the headliner panel and remove it from the airplane.
B. Installation
(1) Position the headliner panel in the airplane and lift the panel assembly into position to connect
the reading lights (Ref. Figure 201).
(2) Continue to lift the headliner panel until it is properly positioned.
(3) Install the overhead edgelite placard with the attaching screws and install the control knobs on
the overhead controls.
(4) Install the window escutcheons as described in Chapter 56-10-00.
(5) Install the sun visor assemblies and the pilot and copilot assist strips with the attaching screws.
(6) Perform FORWARD PARTITION INSTALLATION Procedure (Ref. 25-20-02).
(7) Install the Wemac air valves as instructed under AIR OUTLET INSTALLATION (Ref. Chapter
21-20-02).
(8) Connect the oxygen lines and install the oxygen containers with the attaching screws.
(9) Install the compass windshield post escutcheon with the attaching screws.
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Flight Compartment Headliner

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PASSENGER COMPARTMENT - MAINTENANCE PRACTICES
1. Seat - Model 912

A. Removal
CAUTION: Care should be taken when removing the passenger compartment

seats. Excessive damage to the seat track may lead to a costly seat
track repair or replacement.
(1) Disconnect the electrical connector for the aisle light harness assembly from beneath the
outboard side of the seat (Ref. Figure 201).
CAUTION: Use care when loosening the star locknuts. Loosening the star
locknuts with screwdrivers or similar devices may lead to gouging
of the seat tracks. Gouges in the seat tracks may lead to costly seat
(2) Loosen the star locknuts on the front and side track legs by unscrewing them in a
counterclockwise direction.
(3) Lift the seat lock lever on the forward side of the aft seat legs (aft floor and aft side legs) to
disengage the seat legs from the seat tracks.
(4) Slide the seat forward or aft to disengage the seat legs from the seat tracks.
(5) Remove the seat from the airplane.
B. Installation
CAUTION: Care should be taken when installing the passenger compartment seats.
Excessive damage to the seat track may lead to a costly seat track repair
or replacement.
(1) Inspect the seat tracks for wear and corrosion. Refer to Chapter 53-40-00 for wear and corrosion
limits.
NOTE: Each seat location is index marked with paint on the floor and sidewall seat tracks
so seats will be properly spaced in the airplane during installation.
(2) Place the seat into position on the floor and sidewall seat tracks and lock the aft floor and aft
side track legs into the tracks (Ref. Figure 201).
CAUTION: Use care when tightening the star locknuts. Tightening the star
locknuts with screwdrivers or similar devices may lead to gouging
of the seat tracks. Gouges in the seat tracks may lead to costly seat
(3) Tighten the star locknuts on the front floor and side track legs by turning them in a clockwise
direction.
(4) Connect the aisle light harness assembly connectors beneath the outboard side of the seat.
2. Passenger Seat Back Cover

A. Removal
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CAUTION: The seat cover snaps are designed with a tab that only allows them to be
released by lifting on the side nearest the center line of the seat. Care
should be taken when unsnapping the seat cover. It is possible to tear
the snaps loose from the seat cover if the cover is removed improperly.
NOTE: There are four (4) snaps and several strips of velcro holding the seat back cover to
the seat frame.
(1) Reach under the seat from the aft side and separate the outer cover from the velcro that is
attached to the seat bottom (Ref. Figure 202).
(2) Unsnap the lower two snaps on the back of the seat by putting your finger under the cover and
pushing out and away from the center line of the seat.
(3) If a fold-down table is installed on the back of the seat.
(a) Release the table latch and lower the table.
(b) Remove the two screws securing the table latch to the seat and remove the table latch.
(4) Separate the cover from the velcro on the back of the seat up to the upper two snaps.
(5) Unsnap the upper two snaps on the back of the seat by putting your finger under the cover and
pushing out and away from the center line of the seat.
(6) Reach under the seat from the aft side and separate the inner cover from the velcro that is
attached to the seat bottom.
(7) Remove the cover from the seat back.
B. Installation
NOTE: The seat cover snaps are designed with a tab that only allows them to be engaged on the
side farthest from the center line of the seat then pushed inward toward the center line of
the seat for total engagement.
(1) Pull the seat cover down over the seat back.
(2) If a fold-down table is installed on the back of the seat:
(a) Position the cover so that the holes for the table latch are aligned properly.
(b) Install the table latch with the two screws removed during the removal procedure.
(3) Engage the two upper snaps on the edge farthest from the center line of the seat and push them
inward toward the center line of the seat (Ref. Figure 202).
(4) Press the cover onto the velcro on the back of the seat down to the two lower snaps.
(5) Raise the fold-down table and latch it in the upright position.
(6) Engage the two lower snaps on the edge farthest from the center line of the seat and push them
inward toward the center line of the seat.
(7) Reach under the seat from the aft side and press the inner cover, then the outer cover onto the
velcro attached to the seat bottom.
3. Passenger Seat Bottom Cover

A. Removal
(1) Pull the seat bottom loose from the velcro attaching it to the seat frame.
(2) Pull the seat bottom cover loose from the velcro attaching it to the seat bottom.
(3) Remove the cover from the seat bottom.
B. Installation
(1) Position the seat bottom cover over the seat bottom.
(2) Press the edges of the seat bottom cover onto the velcro attach areas.
(3) Press the seat bottom into place on the velcro attached to the seat frame.
4. Seat - Model 936

A. Removal
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Typical Passenger Compartment Seating Arrangement

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Seat Cover Snap Release and Engagement Procedure

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seats. Excessive damage to the seat track may lead to costly seat track
repair or replacement.
(1) Disconnect the electrical connector for the aisle light harness assembly from beneath the
outboard side of the seat.
(2) Using a 3/16-inch allen wrench, loosen the rear track fitting screw and the front anti-rattle lock
screw (Ref. Figure 203).
(3) Pull the rear track fitting shear pins up and rotate then 90° so that they remain in the UP position.
(4) Remove the seat from the airplane.
B. Installation

(1) Pull the rear track fitting shear pins up and rotate them 90° so that they remain in the UP position.
(2) Position and insert both seat front stud and rear track fittings into matching aircraft floor and wall
track holes and slide seat to the desired locking position.
(3) Release the rear track fitting shear pins by pulling them up and rotating them 90° so that they
drop into the seat track holes when released.
(4) Using a 3/16-inch allen wrench, tighten the rear fitting screw and front anti-rattle lock screw to
40 inch-pounds (Ref. Figure 203).
(5) Connect the aisle seat light harness assembly connector beneath the outboard side of the seat.
5. Triple Seat - Model 936

A. Removal

(1) Separate the center seat from the outboard seats by removing the hardware from the attach
brackets.
(2) Using a 3/16-inch allen wrench, loosen the rear track fitting screw and the front anti-rattle lock
screw (Ref. Figure 203).
(4) Remove the triple seat from the airplane.
B. Installation

(2) Position and insert both seat front stud and rear track fittings into matching aircraft floor and wall
track holes and slide seat to the desired locking position (Ref. Figure 203).
(3) Release the rear track fitting shear pins by pulling them up and rotating them 90° so that they
drop into the seat track holes when released.
(4) Using a 3/16-inch allen wrench, tighten the rear fitting screws and front anti-rattle lock screws
to 40 inch-pounds.
(5) Connect the center seat to the outboard seats by installing hardware in the seat attach brackets.
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Passenger Seat Locking Mechanism - Model 936

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PASSENGER COMPARTMENT CARPET - MAINTENANCE PRACTICES
1. Procedure
Carpeting installed in the passenger compartment is secured in position along the side edges with
strips of 2-inch-wide, double-faced tape (1, Table 1, 25-00-00) installed on the back of the carpet (Ref.
Figure 201). In addition, the ends of the longer carpeting is secured to the floor with short strips of
Dual-Lock (hook-loop) fastener material as shown in Figure 201. The main spar cover is attached with
adhesive (5, Table 1, 25-00-00). If it becomes necessary to install new tape or secure the Dual-Lock
fastener strips, all surfaces which the tape contacts must be free of dust, oil, fingerprints or other
contaminant soils. Prime the carpet backing with primer (7, Table 1, 25-00-00) prior to installation of
Dual-Lock fasteners. Clean all contacting metal surfaces with solvent or an approved alkaline cleaning
solution (2,3 or 4, Table 1, 25-00-00). The passenger compartment entryway and the ramp over the
main spar are coated with an anti-skid paint coating (6, Table 1, 25-00-00).
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Passenger Compartment Carpet Installation

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PASSENGER COMPARTMENT PARTITIONS - MAINTENANCE PRACTICES
1. Forward Partition
A. Removal
(1) Unhook the baggage straps from the attachment loops (footman loops) on the right forward
partition assembly and the closet partition (Ref. Figure 201).
(2) Remove the four screws from the flanges at each end of the coat rod and remove the rod from
between the right forward partition assemblies.
(3) Open the sliding doors in the forward partition assembly.
(4) Remove the screws which secure the base of the LH partition assembly to the angle on the
fuselage floor.
(5) Remove the four screws from the pin brackets at the top on the forward side of the partition
assembly; remove the bracket from the partition and the hole in the fuselage structure.
(6) Carefully slide the LH partition assembly inboard to release the center pin bracket from the hole
in the center fuselage sidewall structure, and remove the partition assembly from the airplane.
(7) Remove the two screws that attach the saddle bracket to the RH forward partition.
(8) Remove the screws that attach the seat track mounted brackets to the partition.
(9) Carefully move the partition assembly inboard until it is free from the overhead saddle bracket
and remove the partition from the airplane. Remove the four screws that retain the saddle
bracket to the headliner.
B. Installation
(1) Install the saddle bracket on the headliner with the four attaching screws (Ref. Figure 201).
(2) Place the RH forward partition in place and carefully move it outboard until the two holes in the
saddle bracket align with the holes in the partition.
(3) Align the holes in the two seat track mounted brackets and install all attaching screws in the seat
track mounted brackets and the saddle brackets.
(4) Tighten the screw in the plate in the sidewall seat track if loosened.
(5) Place the LH partition assembly in position in the airplane and insert the sidewall pin bracket
into the hole in the LH fuselage structure.
(6) Insert the upper pin bracket into the hole in the upper fuselage structure, and attach it to the
forward side of the forward panel of the LH partition panel with the four attaching screws.
(7) Secure the LH partition panel assembly to the angle on the fuselage floor with the attaching
screws.
(8) Check the sliding doors in the panel assembly for ease of operation and alignment with each
other.
(9) Install the screws in the flanges at each end of the coat rod, and install the coat rod between the
partitions.
(10) Hook the baggage straps to the attachment loops on the partitions.
2. Forward RH Closet Partition

A. Removal
(1) Unhook the baggage straps from attachment loops on the partition (Ref. Figure 202).
(2) Remove the screws which attach the coat rod to the forward door partition panel and the closet
partition panel and remove the coat rod.
(3) Remove the screws which attach the base of the partition to the angle on the fuselage floor.
(4) Remove the screws which attach the upper portion of the closet partition panel to the two
supporting brackets on the fuselage sidewall.
(5) Loosen the screw in the plate in the sidewall seat track, slide the partition forward or aft to release
the plate from the seat track and remove the partition panel from the airplane.
B. Installation
(1) Place the partition panel in position on the aft side of the brackets in the upper sidewall, slipping
the plate at the sidewall seat track level into the sidewall seat track (Ref. Figure 202).
(2) Slide the partition panel forward or aft and secure the plate in the sidewall seat track by tightening
the screw.
(3) Install all attaching screws in the upper sidewall brackets and the angle on the fuselage floor to
secure the panel in place.
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(4) Position the coat rod between the closet partition and the forward RH door partition and secure
it with the attaching screws.
(5) Hook the baggage straps to the attachment loops on the partition.
3. Forward LH Stub Partition

A. Removal
(1) Remove the screws secure each of the two bracket assemblies to the sidewall structure on the
aft side of the partition (Ref. Figure 203).
(2) Remove the screws which attach the partition mounting angles to the aft frame on the cabin
entrance door opening.
(3) Disconnect the electrical connector to the entrance door light on the forward side of the partition
and remove the partition assembly from the airplane.
B. Installation
(1) Place the partition in position on the aft frame of the cabin entrance door opening and connect
the entrance light connector (Ref. Figure 203).
(2) Align the holes in the partition mounting angles with the holes in the aft frame on the cabin
entrance door opening and install the attaching screws.
(3) Install the two screws in each of the two bracket assemblies to secure the aft side of the partition
to the sidewall structure.
4. Aft Movable Partition

A. Removal
(1) On the upper forward side of the partition, pull the handle downward to release the spring-loaded
pin from the headliner and move the hinged upper portion of the partition forward (Ref. Figure
204).
(2) On the aft side of the partition, pull and turn the knurled collars on the 4 spring-loaded locking
pins in the seat tracks so the locking feet can be moved in the tracks.
(3) Grasp the roll pin on each of the 4 spring-loaded locking pins in the sidewall and pull the roll pins
inward to release the pins from the sidewall. Lock the spring-loaded pins in the released position
by placing the roll pins inboard of the spacers riveted to the spring-loaded pin assemblies.
(4) Carefully slide the movable partition to release the locking feet from the seat track and lift the
partition assembly to remove it from the airplane.
B. Installation
(1) Position the partition in its location in the airplane and slide the locking feet into the seat tracks
until the upper sidewall locking pins are aligned with the holes in the cabin sidewall (Ref. Figure
204).
(2) Turn the roll pins on each of the 4 sidewall spring-loaded pins to position each pin in its proper
hole in the sidewall.
(3) Turn the knurled collars on the four locking feet in the seat tracks to secure the feet into position
in the tracks.
(4) On the forward side of the partition, lift the hinged upper portion, pull downward on the handle
on the forward side of the partition and lock the upper spring-loaded pin into the cabin headliner.
5. LAVATORY ENTRY PARTITION (OPTIONAL ON UE-204 AND AFTER)

A. Removal
(1) Remove the screws (3) and washers (2) attaching the partition to the bracket (1) mounted on
the floor (Ref. Figure 205).
(2) Using a small diameter screw driver or a flat blade, push downward on the mounting-pin
retraction lever (4) and slide the partition inboard.
(3) If removing the right partition, tag and disconnect the wires for the ordinance sign.
(4) Remove the partition from the airplane.
B. Installation
(1) Position the partition in the airplane (Ref. Figure 205).
(2) If installing the right partition, connect the wires for the ordinance sign.
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(3) Using a small diameter screw driver or a flat blade, push downward on the mounting-pin
retraction lever (4) and slide the partition outboard. When the partition is properly aligned,
release the mounting pin (5) into the overhead support hole.
(4) Install the screws (3) and washers (2) to attach the partition to the bracket (1) mounted on the
floor.
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Forward Partition
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Forward RH Closet Partition

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Forward LH Stub Partition Installation

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Aft Movable Partition

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Lavatory Entry Partition Installation (Optional on UE-204 and After)

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PASSENGER COMPARTMENT SIDEWALL UPHOLSTERY - MAINTENANCE PRACTICES
1. Sidewall Armrest and Air Valve

A. Removal
(1) Carefully lift and remove the arm rests which are secured in place on top of the lower sidewall
panels with Dual-Lock (hook-loop) fastener strips (Ref. Figure 201).
(2) Remove the screws which attach the air valve assembly to the top of the lower sidewall panels.
(3) Remove the decorative trim extrusion at the lower edge of the window panels to gain access to
the lower mounting screws (Ref. Figure 206).
(4) Remove the screws and remove the air valve assemblies from the airplane (Ref. Figure 201).
B. Installation
(1) Place the valve assembly on top of the lower sidewall panel and slip the vertical side of the valve
assembly behind the window panel (Ref. Figure 201).
(2) Secure the valve assembly panel in place with the attaching screws.
(3) Slip the decorative trim extrusion into place to cover the attaching screws (Ref. Figure 206).
(4) Place the arm rest in the proper location on top of the sidewall assembly and press it in place to
secure the Dual-Lock (hook-loop) fastener strips (Ref. Figure 201).
2. Lower Sidewall Panel

A. Removal
NOTE: The passenger compartment lower sidewall panels consist of two separate sections on
each side of the fuselage. The sidewall panels are also constructed to conduct air to the
sidewall armrest air valves. The two sections are connected together by a splice joint (a
short flange on one section slips into the other). Each section is connected to an air outlet
duct behind the sidewall panel which must be disconnected for removal of each panel.
Both the air outlet ducts and the sidewall panels are of rigid construction. Ducted flanges
on the sidewall panels slip over the air outlet ducts behind the panels (Ref. Figure 201).
(1) Remove the passenger compartment seats as described in 25-20-00.

(2) Remove the passenger compartment partitions as described in 25-20-02 and remove the aft
compartment removable partition.
(3) Remove the two screws from the base of the panel at the lower forward end of the sidewall
panel (Ref. Figure 201, Detail D). Tip the panel inward at the bottom and slip the upper edge
from beneath the sidewall seat track and the sidewall panel to remove it from the airplane.
(4) Remove the sidewall armrests and air valves as described under SIDEWALL ARMREST AND
AIR VALVE REMOVAL.
(5) Remove the screws from the tabs along the upper edge of the lower sidewall panels.
(6) Carefully pull the lower sidewall panel inward and disconnect the air outlet duct behind the panel.
Disengage the splice between the forward and aft sidewall panels. Lift the forward and aft panels
individually from the sidewall seat track retainer and remove the panels from the airplane.
B. Installation
(1) Individually place the lower sidewall panels in position and slip the lower edge into the sidewall
seat track retainer, simultaneously engaging the splice between the forward and aft side wall
panels (Ref. Figure 201). If necessary, adhesive (9, Table 201, 25-00-00) can be used to seal
the splice.
(2) Connect the air outlet duct behind the panel to the panel assembly.
(3) Install the screws which secure the upper edge of the sidewall panels to the tabs attached to the
fuselage structure.
(4) Install the sidewall arm rests and air valves as directed under SIDEWALL ARMREST AND AIR
VALVE INSTALLATION.
(5) Install the panel at the lower forward end of the sidewall panel by slipping the upper edge beneath
the sidewall panel and the sidewall seat track and securing it with the two screws at the base of
the panel.
(6) Install the passenger compartment partitions as directed in 25-20-02 and install the aft cargo
compartment removable partition.
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(7) Install the passenger seats as directed in 25-20-00.
3. Heat Register Grill

A. Removal
NOTE: The heat register grill consists of several sections, each of which may be removed
individually by removing only the screws in each panel. If more than one section of
the heat grills are to be removed, each section should be tagged to ensure installation
in the correct location (Ref. Figure 201).
(1) Remove the cabin seats as directed in 25-20-00.

(2) Remove the cabin partitions as directed in 25-20-02 and remove the aft removable cargo
partition.
(3) Remove the screws from the upper flange of the grill section.
(4) Tilt the upper edge of the grill inward past the wiring duct and lift the grill from the airplane.
NOTE: The screws which secure the heat register grills also secure the lower flange of the
wiring duct and are engaged into clip-nuts behind the duct flange. Use care not to
dislodge the clip-nuts and drop them into the lower sidewall.
B. Installation
(1) Place the heat register grill in position and align the screw holes through the lower flange of the
wiring duct and the clip-nuts (Ref. Figure 201).
(2) Install the screws to secure the heat register grills to the fuselage structure.
(3) Install the partitions as directed in 25-20-02 and install the aft removable cargo partition.
(4) Install the cabin seats as directed in 25-20-00.
4. Wiring Duct
A. Removal
NOTE: The wiring ducts on each side of the passenger compartment consist of two individual
panels on each side, connected by a slip-joint between the two panels. Each panel
should be removed individually from the airplane, disengaging the slip-joint as the panel
is removed (Ref. Figure 201).
(1) Remove the cabin seats as directed in 25-20-00.

(2) Remove the cabin partitions as directed in 25-20-02 and remove the aft removable cargo
partition.
(3) Remove the screws which attach the heat register grills and remove the grills. Tag the grills for
correct location for later installation.
NOTE: Use care not to dislodge the clip-nuts and drop them into the fuselage sidewall.
(4) Slip the upper flange of the wiring ducts from beneath the sidewall seat tracks and remove the
ducts.
B. Installation
(1) Place the wiring duct in position as tagged, engage the splice between the two ducts and slip
the upper flange of the duct into the sidewall seat track retainer (Ref. Figure 201).
(2) Place each heat register grill in position, align the screw holes and install the attaching screws.
(3) Install the partitions as directed in 25-20-02 and install the aft removable cargo partition.
(4) Install the cabin seats as directed in 25-20-00.
5. Cabin Window Molding

A. Removal
(1) Loosen the six screws sufficiently to turn the clips sideways and release the moulding from the
panel (Ref. Figure 202).
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(2) Carefully remove the entire window molding and inner window assembly from the panel.
(3) Disassemble (if required) the window molding from the inner window pane and the retainer frame
by removing the screws, washers and nuts from the perimeter of the inner window and retainer.
B. Installation
(1) Assemble (if required) the inner window panel to the retainer frame and molding with the
attaching screws, washers and nuts around the perimeter of the inner window and retainer
(Ref. Figure 202).
(2) Carefully place the window molding assembly into the opening in the upper sidewall panel, turn
the attaching screws to rotate the clips behind the sidewall panel and tighten the six screws.
(3) Clean the window panes with a non-abrasive window cleaner.
6. Passenger Service Unit

A. Removal
(1) Loosen the screws around the perimeter of the service unit sufficiently to turn the clips sideways
to release the unit from the panel (Ref. Figure 203).
(2) Disconnect the electrical wiring and the oxygen lines behind the service unit.
(3) Carefully remove the service unit from the panel.
B. Installation
(1) Position the passenger service unit up to the opening in the upper sidewall panel and connect
the electrical wiring and oxygen lines (Ref. Figure 203).
(2) Carefully insert the service unit into the upper sidewall panel, turn the screws to position them
behind the panel and tighten the screws around the perimeter of the service unit.
7. Escape Hatch Upholstery

A. Removal
(1) Release the latch on the escape hatch and disconnect the wiring to the light assemblies in the
passenger service unit (Ref. Figure 204).
(2) Remove the escape hatch from the airplane and place it on a clean protected surface.
(3) Remove the two bolts from the brackets on the upper corners of escape hatch assembly.
(4) Disconnect the two springs from the tabs on the lower edge of the escape hatch assembly and
carefully lift the assembled upholstery panel, inner window and passenger service unit from the
escape hatch structure assembly.
B. Installation
(1) Place the assembled inner window, passenger service unit and upholstery panel in position
on the escape hatch structure and attach the two springs to the tabs at the base of the panel
assembly and structure assembly (Ref. Figure 204).
(2) Align the holes in the brackets at the top corners of the escape hatch assembly and install the
two attaching bolts.
(3) Position the escape hatch assembly in the opening in the fuselage and connect the wiring to the
light assemblies in the service unit.
8. Cabin Upper Sidewall Panel

A. Removal
NOTE: The upper sidewall panels in the cabin are installed in 10 similar sections located parallel
to the headliner panels. Each panel is removed and installed as directed in the following
procedures (Ref. Figure 205).
(1) Remove the forward partitions (including the closet partition) as directed in 25-20-02 and remove
the removable aft cargo partition as required.
(2) Remove the passenger seats as directed in 25-20-00.
(3) Remove the upper cabin entrance door frame cover as directed in 25-20-04.
(4) Remove the screws from the trim caps at the intersections between the sidewall and headliner
panels and at the base of the sidewall panels, and remove the caps.
(5) Carefully slide the trim strips off of the trim retainer channels between the panels.
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Cabin Window Molding Installation

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Passenger Service Unit

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Escape Hatch Upholstery

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(6) Remove the screws from the trim retainer channels and remove the channels.
(7) Remove the screws from the tabs which secure the sidewall panel to the airplane structure, and
carefully lower the panel sufficiently for access to the oxygen, electrical and speaker connections
behind the panel.
(8) Disconnect the electrical connectors from the passenger reading light and the floodlight.
(9) Disconnect speaker wiring as applicable.
(10) Disconnect and cap the oxygen line behind the panel.
(11) Remove the upper sidewall panel from the airplane.
B. Installation
(1) Place the upper sidewall panel in position and connect the electrical connectors (and speaker
wiring as applicable) behind the panel (Ref. Figure 205).
(2) Remove the oxygen caps and connect the oxygen line behind the panel.
(3) Lift the upper sidewall panel assembly into position, aligning the window seal with the outer
window and the holes in the upper tabs with the screw holes in the fuselage structure.
(4) Install the screws in the tabs to secure the panel to the fuselage structure.
(5) Install the screws to attach the trim retainer channels between the sidewall and headliner panels
and at the base of the sidewall panels.
(6) Slide the trim strips into place on the trim retainer channels.
(7) Install the trim caps at the trim intersections between the panels and at the base of the sidewall
panels.
(8) Install the upper cabin entrance door frame cover as directed in 25-20-04.
(9) Install the passenger seats as directed in 25-20-00.
(10) Install the forward partitions as directed in 25-20-02 and install the aft removable cargo partition
(if removed).
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Cabin Upper Sidewall Panel Installation

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Typical Cabin Upholstery Retainer Strips

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PASSENGER COMPARTMENT HEADLINER - MAINTENANCE PRACTICES
1. Upper Cabin Entrance Door Frame Cover

A. Removal
(1) Support the airstair door so no weight is on the door support cable assemblies.
(2) Disconnect the door support cables from the support brackets above the entrance door frame.
(3) Remove the screws from each of the two cable support brackets just above the entrance door
opening, and remove the brackets.
(4) Remove the two screws which attach the upper door cover flange to the door frame, and remove
the cover from the airplane.
B. Installation
(1) Place the cabin entrance door cover in position on the upper cabin door frame, and install the
two screws to secure the cover to the door frame.
(2) Place the two cable support brackets in position above the door frame, align the screw holes,
and install the four screws in each bracket.
(3) Connect the cabin door cables to the support brackets, and remove the temporary door support.
2. Cabin Headliner Panel

A. Removal
NOTE: The cabin headliner panels are installed in 5 similar sections parallel with the sidewall
panels. Each section is installed in a similar manner, differing primarily by containment of
the temperature sensor near the center of the cabin and the aft center oxygen outlet box
(Ref. Figure 201).
(1) Remove the forward cabin partitions (including the closet partition) as directed in 25-20-02 and
remove the aft movable cargo partition.
(2) Remove the upper cabin entrance door frame cover as directed under UPPER CABIN
ENTRANCE DOOR FRAME COVER REMOVAL procedure in this section.
(3) Remove the screws from the trim caps at the intersections between the sidewall panels and the
headliner panels, and remove the caps (Figure 206, 25-20-03).
(4) Carefully slide the trim strips off of the trim retainer channels between the panels.
(5) Remove the screws from the channels, and remove the channels.
(6) Remove the screws from the tabs which secure the headliner panel to the airplane structure.
NOTE: If electrical or oxygen components are located in the panel being removed, lower
the panel only enough to disconnect the electrical connector(s) or oxygen line from
the panel.
(7) Lower the panel and remove it from the airplane.

B. Installation
(1) Lift the headliner panel into place, and connect the electrical connector(s) (if applicable) and the
oxygen line (if applicable) (Ref. Figure 201).
(2) Install the screws in the headliner tabs to secure the headliner panel to the airplane structure.
(3) Install the trim channels between the headliner and the side panels with the attaching screws.
(4) Slide the trim strips into place on the channels between the panels.
(5) Install the trim caps at the trim strip intersections with the attaching screws (Figure 206, 25-20-
03).
(6) Install the upper cabin entrance door frame cover as directed under UPPER CABIN ENTRANCE
DOOR FRAME COVER INSTALLATION procedure in this section.
(7) Install the forward cabin partitions as directed in Chapter 25-20-02 and install the aft removable
cargo partition.
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LAVATORY - MAINTENANCE PRACTICES
1. Toilet Cabinet - (Optional on UE-204 and After)

A. Removal
(2) Perform the LAVATORY ENTRY PARTITION REMOVAL procedure for the right partition only
(Ref. 25-20-02).
(3) Open the cabinet lid (1) and lift up the toilet seat (2) (Ref. Figure 201).
(4) Remove the screws (5) attaching the toilet seat (2) to the mounting hinge (4) and remove the
toilet seat.
(5) Remove the screws (3) attaching the shroud (6) to the cabinet (7). Remove the shroud and
cabinet lid (1) as a unit.
(6) Tag and disconnect the wires to the flush button (9).
(7) Disconnect the heat duct (10) from the plenum (11) inside of the cabinet (7).
(8) Remove the four screws (12) attaching the cabinet (7) to the sidewall.
(9) Remove the screws (8) attaching the cabinet (7) to the floorboard.
(10) Remove the cabinet (7) from the airplane.
B. Installation
(1) Position the cabinet (7) in the airplane (Ref. Figure 201).
(2) Install the screws (8) attaching the cabinet (7) to the floorboard.
(3) Install the four screws (12) attaching the cabinet (7) to the sidewall.
(4) Connect the heat duct (10) to the plenum (11) using tape (10, Table 1, 25-00-00).
(5) Connect the wires to the flush button (9).
(6) Install the shroud (6) and cabinet lid (1) on the cabinet (7) with screws (3).
(7) Install the toilet seat (2) on the mounting hinge (4) using screws (5).
(8) Perform the LAVATORY ENTRY PARTITION INSTALLATION procedure for the right partition
(Ref. 25-20-02).
2. Vanity/Partition - (Optional on Ue-204 and After)

A. Removal
(1) Gain access to the vanity/partition from the lavatory side and remove the screws (7) on the left
side (looking aft) attaching the center mounting angle (11) (Ref. Figure 202).
(2) Pull down on the door handle (4) to the cargo access door (14) and open the door.
(3) Gain access to the vanity/partition from the cargo area side and remove the screws (6) on the
left side (looking forward) attaching the center mounting angle (5).
(4) Disengage the mounting pins (12) on the right partition (13) and remove the partition from the
airplane through the cargo door.
NOTE: Disengage the mounting pins (8 and 12) by pulling on the release pin (1) to compress
the internal spring (3) then moving the release pin sideways under the lockpin (2).
(5) Disengage the mounting pins (8) on the left partition (9) and carefully remove the partition from
the support bracket (10) on the outboard edge.
(6) Remove the partition (9) from the airplane through the cargo door.
B. Installation
(1) Bring the left partition (9) on the airplane through the cargo door and place it in position, making
sure the outboard edge of the partition fits in the support bracket (10) (Ref. Figure 202).
(2) Engage the mounting pins (8).
NOTE: Engage the mounting pins (8 and 12) by moving the release pin (1) sideways away
from the lockpin (2). This will allow the internal spring (3) to decompress.
(3) Bring the right partition (13) on the airplane through the cargo door and place it in position.
(4) Engage all the mounting pins (12) except the pin on the cargo access door (14). The cargo
access door should remain open.
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(5) From the cargo area side of the vanity/partition install the screws (6) on the left side (looking
forward) attaching the center mounting angle (5).
(6) From the lavatory side of the vanity/partition install the screws (7) on the left side (looking aft)
attaching the center mounting angle (11).
(7) Pull down on the door handle (4) to the cargo access door (14) and close the door.
3. Vanity - (Optional on Ue-204 and After)

A. Removal
CAUTION: The weight of the vanity is approximately 70 to 80 pounds. Three

individuals are required to remove the vanity. Two individuals support
the vanity while the third individual removes the fasteners from the
cargo area side of the partition.
(1) While supporting the vanity, remove the five fasteners securing the vanity to the aft partition (Ref.
Figure 203).
(2) Remove the vanity from the airplane.
B. Installation
CAUTION: The weight of the vanity is approximately 70 to 80 pounds. Three

individuals are required to install the vanity. Two individuals support
the vanity while the third individual installs the fasteners from the cargo
area side of the partition.
(1) Align the vanity with the holes in the aft partition (Ref. Figure 203).
(2) While supporting the vanity, install the five fasteners and secure the vanity to the aft partition.
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Toilet Cabinet Installation (Optional on UE-204 and After)

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Vanity/Partition Installation (Optional on UE-204 and After)

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Lavatory Vanity (Optional on UE-204 and After)

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CARGO COMPARTMENT - MAINTENANCE PRACTICES
1. Cargo Floor Cover

The aft cargo floor cover is held in place with screws and with strips of 2-inch wide, double faced
tape (1, Table 1, 25-00-00) installed on the back of the floor covers (Ref. Figure 201). If it becomes
necessary to install new tape, all surfaces which the tape contacts must be free of dust, oil, fingerprints
or other contaminant soils. Clean all contacting metal surfaces with solvent or and approved alkaline
cleaning solution (2,3 or 4, Table 1, 25-00-00).
2. Pressurization Valve Cover

A. Removal
(1) Remove the screws which secure the pressurization valve cover to the aft pressure bulkhead
and to the cargo compartment aft bulkhead cover (Ref. Figure 202).
(2) Carefully lower the cover away from the valve assemblies and remove it from the airplane.
B. Installation
(1) Place the cover in position over the pressurization valves in the aft cargo compartment (Ref.
Figure 202).
(2) Align the screw holes in the cover with the holes in the aft pressure bulkhead and the cargo
compartment aft bulkhead cover and secure it with the attaching screws.
3. Cargo Compartment Aft Pressure Bulkhead Cover

A. Removal
(1) Remove the pressurization valve cover as directed per the PRESSURIZATION VALVE COVER
REMOVAL procedure in this section.
(2) Remove the eight screws from the perimeter of the aft cargo cover panel (Ref. Figure 202).
(3) Carefully remove the cover panel from the airplane.
B. Installation
(1) Place the cover panel in position in the cargo compartment (Ref. Figure 202).
(2) Align the eight screw holes and secure the panel with the eight attaching screws.
(3) Install the pressurization valve cover as directed under PRESSURIZATION VALVE COVER
INSTALLATION procedure in this section.
4. Cargo Compartment Sidewall and Headliner

A. Removal
(1) Remove the aft removable cargo partition (Ref. Figure 203).
(2) Peel off the vinyl strips from the sidewall and headliner trim strips to reveal the attaching screws
in the trim strips.
(3) Remove the screws which attach the liner panels forward, aft and over the cargo door and
remove the narrow panels forward and aft of the cargo door.
NOTE: The screws securing the trim strips are also supporting screws for the headliner
panels; therefore, temporary reinstallation of the screws in the headliner panels is
necessary to support the panels as the trim strips are being removed.
(4) Remove the screws from the upper center trim strip, while loosely installing a minimum quantity
of screws in the panel to support it until the trim strips have been removed.
(5) Remove the screws from the sidewall trim strip, while loosely installing a minimum quantity of
screws in the sidewall panel to support it until the trim trips have been removed.
(6) Remove the supporting screws from each panel individually and remove the panel from the
airplane.
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B. Installation
(1) Place each panel individually in its position and temporarily support it by loosely installing a
minimum quantity of screws in the panel (Ref. Figure 203).
NOTE: Aft panels should be installed first so forward panels will overlap them slightly.
(2) Align and install the screws above the cargo door and in the narrow panels forward and aft of
the cargo door.
(3) Place the overhead trim strips in position on the panel joints, remove the supporting screws and
align the screw holes in the trim strips with the holes in the fuselage structure. Install the screws
to secure the trim strips in place.
(4) Place the sidewall trim strips in position on the panel joints, remove the supporting screws and
align the screw holes in the trim strips with the holes in the fuselage structure. Install the screws
to secure the trim strips in place.
(5) Install new 0.43-inch wide vinyl tape (8, Table 1, 25-00-00) to cover the screws in the recessed
channel in the trim strips.
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Cargo Compartment Floor Cover

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Cargo Compartment Aft Pressure Bulkhead Cover and Pressurization Valve Cover
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Cargo Compartment Sidewall and Headliner

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EMERGENCY - DESCRIPTION AND OPERATION
1. Emergency Locator Transmitters

This airplane is equipped with an emergency locator transmitter (ELT) to assist in tracking and recovery of
the airplane, crew, and passengers in the event of a crash or emergency landing.
The ELT is mounted on the right side of the fuselage at a point just forward of FS 598. Access to the ELT
for replacement or repair is gained by removing access panel 312BR, located below the right stabilon.
Refer to Chapter 06-50-00. The antenna for the ELT is mounted on top of the fuselage, to the right of
the dorsal fin at FS 570.107.
A. Narco ELT 10 Emergency Locator Transmitter (The following airplanes that do not have Kit 129-3009-
5 Installed: UE-1 thru UE-19, UE-24 thru UE-30)
Refer to Figure 1. The output frequencies of the ELT are 121.5 and 243.0 MHz, simultaneously.
Range is approximately line-of-sight.
The ON-OFF-ARM switch is located on the transmitter, and controls the operation of the set. The ON
position will continue to transmit a signal as long as the switch is in this position. The OFF position
shuts the transmitter off. The ARM position actuates the set to operate automatically upon impact.
To reset the transmitter in the event the impact switch is accidentally triggered, press the reset button
and then set the ON-OFF-ARM switch to ARM.
For manual activation of the ELT, an access hole with a spring-loaded cover is located in the airplane
skin adjacent to the transmitter, providing access to a remote switch. The remote switch adjacent to
the ELT has a placard mounted on the exterior fuselage skin around the spring-loaded access cover
to identify the switch positions. Refer to Chapter 11-20-00. The placard indicates TEST-AUTO-XMIT.
The TEST position turns the set on for testing. The TEST switch is a momentary on switch and will
automatically turn off when released. The XMIT position will continue to transmit a signal as long
as the switch is in this position. The AUTO position actuates the set to operate automatically upon
impact.
Both the switch on the ELT and the remote switch must be in the ARM and AUTO positions respectively
for the unit to operate correctly.
Refer to 25-61-01 for NARCO ELT-10 Maintenance Practices.
B. Artex 110-4-002 Emergency Locator Transmitter (with Remote Switch Adjacent to the ELT)(The
following airplanes that do not have Kit 129-3009-1 Installed: UE-20 thru UE-23, UE-31 thru UE-157
and UE-159)
Refer to Figure 2. The Artex 110-4-002 Emergency Locator Transmitter (ELT) System is designed to
meet the requirements of TSO C91a. The system consists of the ELT transmitter, located in the aft
fuselage area, an antenna mounted on the aft fuselage, and a remote switch mounted adjacent to
the ELT. The remote switch has a placard mounted on the exterior fuselage skin around the spring-
loaded access cover to identify the switch positions. Refer to Chapter 11-20-00. The ELT can be
deactivated by momentarily placing the remote switch to ON and then back to ARM/RESET. The
switch is lever locked in the ARM/RESET and the ON positions. Neither this switch, nor the switch on
the ELT transmitter, can be positioned to prevent the automatic activation of the ELT transmitter. The
System is independent from other airplane systems.
The ELT will automatically activate during a crash and transmit a sweeping tone on 121.5 and 243.0
Mhz. This activation is independent of the remote switch setting or availability of aircraft power. The
remote switch is installed to perform the following functions:
• Test the ELT.
• Deactivate the ELT if it has been inadvertently activated by the "G" switch.
• Activate the ELT after an off-airport landing, if the impact did not automatically activate it.
Refer to 25-61-02 for ARTEX 110-4-002 Maintenance Practices.
C. Artex 110-4-002 Emergency Locator Transmitter (with Remote Switch next to OAT In Cockpit)(UE-
158, UE-160 and After, and Prior airplanes with Kit 129-3009-1 or 129-3009-5 Installed)
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Refer to Figure 3. The Artex 110-4-002 Emergency Locator Transmitter (ELT) System is designed to
meet the requirements of TSO C91a. The system consists of the ELT transmitter, located in the aft
fuselage area, an antenna mounted on the aft fuselage, and a remote switch with a yellow transmit
light, located on the left cockpit sidewall next to the OAT gage. If the ELT should be inadvertently
activated by the "G" switch, the transmit light next to the remote switch will blink. The ELT can be
deactivated by momentarily placing the remote switch to ON and then back to ARM. The switch is lever
locked in the ARM and the ON positions. Neither this switch, nor the switch on the ELT transmitter, can
be positioned to prevent the automatic activation of the ELT transmitter. The System is independent
from other airplane systems except for the transmit light, which is hot-wired to the airplane battery,
and the edge lit panel which is controlled by the Side Panel rheostat located on the overhead panel.
The ELT will automatically activate during a crash and transmit a sweeping tone on 121.5 and 243.0
Mhz. This activation is independent of the remote switch setting or availability of aircraft power. The
remote switch is installed to perform the following functions:
• Test the ELT.
• Deactivate the ELT if it has been inadvertently activated. by the "G" switch.
• Activate the ELT during an in-flight emergency if an off- airport landing is anticipated.
Refer to 25-61-02 for Artex 110-4-002 Maintenance Practices.
D. Artex C406-2 Emergency Locator Transmitter(UE-313 thru UE-429 with Kit 129-3404-1 Installed;
Optional on UE-430 and After)
NOTE: The Artex 110-406 emergency locator transmitter (which was only installed on UE- 379)
is functionally the same as the C406-2. All descriptions and procedures in this manual
which apply to the C406-2 also apply to the 110-406.
Refer to Figure 4. The Artex C406-2 Emergency Locator Transmitter (ELT) System is designed to meet
the requirements of TSO C91a and C126. The system consists of the ELT transmitter and an alert
horn located in the aft fuselage area, an antenna mounted on the aft fuselage, and a remote switch
with a yellow transmit light located on the left cockpit sidewall next to the OAT gage. The purpose of
the alert horn is to notify personnel that the ELT has been activated. The remote switch is lever-locked
in the ARM and the ON positions. Neither this switch nor the switch on the ELT transmitter can be
positioned to prevent the automatic activation of the ELT transmitter. The system is independent from
other airplane systems except for the transmit light, which is hot-wired to the airplane battery, and the
edge lit panel which is controlled by the side panel light's rheostat located on the overhead panel.
Upon activation, the ELT will sound the alert horn and transmit a sweeping tone on 121.5 and 243.0
MHz. An additional frequency of 406.025 MHz is also transmitted, which is used by orbiting satellites
to assist in determining aircraft location. This activation is independent of the remote switch setting
or availability of airplane power. The remote switch is installed to perform the following functions:
• Test the ELT.
• Deactivate the ELT if it has been inadvertently activated by the "G" switch.
• Activate the ELT during an in-flight emergency if an off-airport landing is anticipated.
Refer to 25-61-03 for ARTEX C406-2 Maintenance Practices.
2. Underwater Locator Device (ULD) - F1000 Flight Data Recorder (FDR)

The underwater locator device (also called a underwater acoustic beacon) is installed on the forward
side of the F1000 flight data recorder. There are two suppliers of the ULDs used on the F1000 FDR.
One supplier is the Dukane Corporation which supplies the DK100 and DK120 underwater acoustic
beacon. The battery in the DK100 beacon is replaceable only by the supplier while the DK120 battery is
field replaceable. The other supplier is Benthos Inc., which supplies the ELP-362D underwater acoustic
beacon. The battery in the ELP-362D is field replaceable. The major items of the ULD are the beacon,
the battery and the water switch. Refer to 25-62-01 for more information and procedures on the ULD.
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3. Underwater Locator Device (ULD) - FA2100 Flight Data Recorder (FDR)

Refer to 25-60-00 and 25-62-02 in the MODEL 1900D AIRLINER FLIGHT DATA RECORDER (FA2100)
MAINTENANCE MANUAL SUPPLEMENT, P/N 129-590000-109.
4. Emergency Crash Axe (UE-1 and After with Kit 129-5304-1 Installed; Optional on UE-430 and After)
The crash axe is located on the forward side of the right forward cabin partition. It is secured to the
partition by a heavy leather cover assembly that is attached with four screws and washers. One side
of the axe is designed to punch holes in the metal skin of the airplane or the Plexiglas of the windows.
The other side of the axe is designed to cut or split an opening to exit the airplane. The axe has a
rubber handle insulated to 20,000 volts.
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Narco ELT 10 Emergency Locator Transmitter Installation (The following airplanes that do not have Kit
129-3009-5 Installed: UE-1 thru UE-19, UE-24 thru UE-30)
Figure 1 (Sheet 1)
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Artex 110-4-002 Emergency Locator Transmitter Installation (with Remote Switch adjacent to the ELT) (The
following airplanes that do not have Kit 129-3009-1 Installed: UE-20 thru UE-23, UE-31 thru UE-157 and
UE-159)
Figure 2 (Sheet 1)
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Artex 110-4-002 Emergency Locator Transmitter Installation(with Remote Switch next to OAT in Cockpit)
(UE-158, UE-160 and After, and prior airplanes with Kits 129-3009-1 or 129-3009-5 installed)
Figure 3 (Sheet 1)
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Artex 110-4-002 Artex C406-2 Emergency Locator Transmitter Installation (UE-313 thru UE-429 with Kit
129-3404-1 Installed; Optional on UE-430 and After)
Figure 4 (Sheet 1)
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NARCO ELT 10 EMERGENCY LOCATOR TRANSMITTER - MAINTENANCE PRACTICES
1. Narco ELT 10 Emergency Locator Transmitter - (Airplanes Without Kit 129-3009-5 installed: UE-1
thru UE-19, UE-24 thru UE-30)
A. General
NOTE: Narco Avionics Service Bulletin No. ELT-14 states that a complete operational check of
the ELT 10 unit must be made at the time of each battery replacement. As a complete
system performance check cannot be performed without specialized test equipment,
Narco Avionics has set up factory service for repair or exchange.
Maintenance on the ELT is normally limited to replacing the battery. The following is a list of various
conditions which warrant battery replacement:
(1) Visual inspection shows signs of leakage, corrosion or insecure leads.
(2) Elapsed replacement date noted on the battery case.
(3) After any emergency use.
(4) After operation of unknown duration.
(5) If transmitter is stored in an area where the temperature is normally above 38° C (100° F), the
battery should be replaced every 12 months.
CAUTION: Avoid storing the batteries at temperatures in excess of 55° C (130°

F).
The information on battery life and replacement is included in the data furnished with each ELT,
and is usually placarded on the battery.
NOTE: ELT manufacturers require that all work accomplished on the ELTs must be done
by authorized avionics facilities, in most instances, the manufacturer. It is also a
requirement in most cases, that specific antennas and battery packs be used with
corresponding ELTs. The ELT manufacturers instructions must be consulted and
adhered to whenever any maintenance is to be performed on the ELT.
Replacement batteries should be obtained only from ELT and airplane manufacturers or
other acceptable suppliers, since the condition and useful life of over-the-counter
batteries, such as those sold for flashlights, portable radios etc., are usually
unknown.
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Narco ELT 10 Installation

2. Narco ELT 10
A. Removal
(1) Remove access panel 312CR, located just below the right stabilon (Ref. Chapter 06-50-00).
(2) Set the ON-OFF-ARM switch to OFF.
(3) Disconnect the wiring for the remote switch (Ref. Figure 201).
(4) Disconnect the external antenna cable.
(5) Remove the ELT 10 from its mounting bracket by unlatching the attachment strap.
(6) Remove the ELT 10 from the airplane.
B. Installation
(1) Install the ELT 10 on its mounting bracket by latching the attachment strap.
(2) Connect the external antenna cable (Ref. Figure 201).
(3) Connect the wiring for the remote switch.
(4) Press the RESET button and set the ON-OFF-ARM switch to ARM.
(5) Install access panel 312CR.
C. Testing
NOTE: If the ELT antenna is being tested for proper functioning. Refer to the ELT ANTENNA
TEST procedure in this Chapter.
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CAUTION: The ELT switch should not be activated to any position unless the ELT
is connected to its associated antenna or a 50-ohm dummy load.
Operational testing of installed ELTs may be accomplished as follows:
NOTE: Tests should be no longer than three audio sweeps. One audio sweep may be defined as
amplitude modulating the carrier with an audio frequency sweeping downward over a
range of not less than 700Hz, within the range of 1600 to 300Hz, and a sweep repetition
rate between two and four Hz. Tests should be conducted only in the first five minutes
after the hour. If the operation tests must be made at a time not included within the first
five minutes after the hour, the tests should be coordinated with the nearest FAA tower
or flight service station.
(1) Turn COM-1 to ON and tune to 121.5 MHz.

(2) Turn COM-1 to the SPEAKER position.
(3) Turn the ON-OFF-ARM switch to ON and monitor the ELT signal. On airplanes equipped with a
remote switch (located in the aft fuselage on the RH side or on the instrument panel), the switch
may be momentarily flipped to the TEST position and the ELT signal monitored.
NOTE: A distinctive downward sweeping tone should have been heard from the monitoring
receiver during the test. If the tone was heard, the ELT is functioning properly. If
there was no tone, (assuming that the VHF transceiver is operational), the battery is
probably disconnected, outdated or discharged.
(4) Place the ON-OFF-ARM switch on the ELT to OFF position. If the remote switch is being utilized
to test the unit, the switch should be released so it will return to the AUTO position. The audio
signal should disappear completely.
(5) Place the switch on the ELT to the ARM position. There should be no signal present.
NOTE: If a signal is heard, the impact switch has probably been activated and should
be reset.
(6) Firmly press the reset switch on the front of the ELT and listen to ensure the audio signal
disappears from COMM-1.
3. Narco ELT 10 Battery Pack

A. Replacement
(1) Perform NARCO ELT 10 REMOVAL procedure.
(2) Extend the portable antenna (Ref. Figure 201).
(3) Unscrew the four screws that hold the control head to the battery casing. The control head and
battery case slide apart. Battery connection leads are approximately 3 inches long.
(4) Disconnect the battery by unsnapping the snap-off battery pigtail terminals from the bottom of
the transmitter printed circuit board.
WARNING: Do not discard battery pack in fire.

(5) Discard the old battery pack.
(6) Apply a bead of sealant (supplied with each battery pack) around the joint of the control head
with a small stiff bristle brush or stick.
(7) Connect the new battery pack terminals to the bottom of the transmitter printed circuit board.
(8) Insert the control head section into the battery pack being careful not to pinch wires, and replace
the four screws. If the four holes do not line up, rotate the battery pack 180° and reinsert.
(9) Install the portable antenna as shown in Figure 201.
(10) Check that the contact separator is inserted between the antenna contact finger and the portable
antenna (Ref. Figure 201).
(11) Check that the fixed antenna connector is secure.
(12) Check that the contact separator is inserted between the antenna contact finger and the portable
antenna (Ref. Figure 201).
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(13) Perform the NARCO ELT 10 INSTALLATION procedure.
4. ELT Antenna
A. Removal
(2) Remove the attaching hardware from around the antenna base.
B. Installation
(2) Perform ANTENNA BONDING PROCEDURES (Ref. Chapter 23-10-00).
(3) Connect the coaxial connector to the antenna and position the antenna for installation.
(4) Secure the antenna to the airplane skin with the attaching screws. All screws should be uniformly
torqued. Refer to Chapter 20-01-00 for torquing information.
(5) Seal around the entire periphery of the antenna with sealer (2, Table 1, Chapter 23-00-00).
(7) Perform the NARCO ELT 10 TESTING procedure in conjunction with the ELT ANTENNA TEST
procedure.
C. Test
NOTE: This test should be accomplished in conjunction with the NARCO ELT 10 TESTING
procedure.
A low quality AM broadcast receiver should be used to determine if energy is being transmitted from
the antenna. When the antenna of the radio (tuning dial on any setting) is held about 6 inches from
the activated ELT antenna, the ELT aural tone will be heard on the AM broadcast receiver. This is not
a measured check, but it does provide confidence that the antenna is radiating sufficient power to aid
search and rescue. The aircraft's VHF receiver, tuned to 121.5 MHz, may also be used. This receiver,
however, is more sensitive and could pick up a weak signal even if the radiating ELT's antenna is
disconnected. Thus it does not check the integrity of the ELT system or provide the same level of
confidence as does an AM radio (Ref. Figure 202).
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ELT 10 and Remote Switch Schematic

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ARTEX 110-4-002 EMERGENCY LOCATOR TRANSMITTER - MAINTENANCE PRACTICES
1. Artex 110-4-002 Emergency Locator Transmitter - (UE-20 thru UE-23, UE-31 and After, and Prior
Airplanes With Kit 129-3009-5 Installed)
A. General
NOTE: When performing the mandatory 12 month inspection of the emergency locator transmitter
follow the instructions in the ARTEX Installation and Operation Manual.

F).
unknown.
2. Artex 110-4-002 ELT

A. Removal
(1) Loosen the thumbscrews on the end cap and pull the end cap away from the ELT.
(2) Disconnect the electrical connections to the ELT.
(3) Visually inspect and confirm proper seating of all connector pins. Special attention should be
given to coaxial center conductor pins which are prone to retracting into the connector housing.
Verify that the connector pins are free of corrosion and contamination.
(4) Remove the ELT from its mounting tray by lifting the ELT up from the connector end (careful use
of a flat blade screw driver used as a lever makes this Step easier).
(5) Inspect the mounting hardware. Ensure that the hardware is free of cracks or other obvious
damage. All required mounting hardware should be installed and secured.
CAUTION: Do not use contact cleaner on ELT components. Such chemical

agents can be highly destructive to the mounting hardware and ELT
housing, causing cracking, fracturing and breakage.
B. Installation
(1) Insert the ELT into the mounting tray at an angle so that the locking ears at the end opposite
the direction-of-flight arrow fit into the mounting tray locking slots. Press the ELT down into the
mounting tray until fully seated.
(2) Insert the antenna coax cable through the end cap and connect it to the ELT.
(3) Position the end cap and connector assembly onto the ELT and tighten the two thumbscrews
securely.
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(4) Visually inspect connections ensuring that they are seated properly.
NOTE: Once all tests have satisfactorily been completed and all harness connections have
been verified to be correct, the connector at the ELT end of the ELT-to Remote
Switch harness should be sealed to prevent moisture from getting into the wire entry
holes. This can be done by applying an electronic grade, non-corrosive RTV (i.e.
GE RTV 162) around the wires entering the rear of the 12-pin connector.
Ensure each of the entry holes is filled with RTV. This will prevent water from beading
up and causing possible bridging between connector pins which could result in
false activation of the ELT.
C. Testing the Artex 110-4-002 ELT (Remote Switch adjacent to the ELT)(Airplanes Without Kit 129-3009-
1 Installed: UE-20 thru UE-23, UE-31 thru UE-157 and UE-159)
TEST procedure.
The test consists of turning the unit on and then resetting it using the following procedures.
• Tests should be conducted between the times of on-the-hour until 5 minutes after the hour.
• If a test is conducted during a time other than the first five minutes after the hour, notify any
nearby control towers.
• Provide power to an aircraft radio and tune it to 121.5 Mhz.
• Place the ELT remote switch to ON. Wait for at least three sweeping tones on the aircraft radio,
which will take about 1 second, then return the switch to ARM.
• The test is successful if the sweeping tones are heard.
D. Testing the Artex 110-4-002 ELT (Remote Switch in the Cockpit)(UE-158, UE-160 and After and Prior
Airplanes With Kit 129-3009-1 or 129-3009-5 Installed)
TEST procedure.
• Place the ELT remote switch to ON. Wait for at least three sweeping tones on the aircraft radio,
• The test is successful if the sweeping tones are heard and the yellow transmit light next to the
switch blinks immediately. If there is a delay in the illumination of the transmit light, the system
is not working properly.
If the ELT should be inadvertently activated by the "G" switch, the transmit light next to the switch will
blink. The ELT can be deactivated by momentarily placing the remote switch to ON and then back to
ARM.
3. Artex 110-4-002 ELT Battery Pack

A. Replacement
(1) Perform the ARTEX 110-4-002 ELT REMOVALprocedure.
(2) Remove the four screws from the battery pack (Ref. Figure 201).
(3) Lay the ELT product label side-down. The product label has the arrow on it.
(4) Carefully lift the battery pack away from the ELT and lay along side the ELT unit.
(5) Carefully disconnect the harness from the 2-pin connector located in the black plastic housing.
A flat blade screw driver can be used to pry the connector up and out of the mating plug in the
housing.
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(6) Inspect the battery pack and underside of the ELT. Battery cells, components and connectors
should be corrosion free. The underside of the ELT should be corrosion free. Inspect for any
broken wires or connections. Ensure the battery housing is free of cracks or other visible
damage.
(7) Prior to installing a new battery pack, remove the paper backing from the rubber seal at the
connector end of the battery pack. It is recommended that this seal be coated with a non-
petroleum based silicone grease (i.e. GE G-635) to provide a moisture resistant seal once the
battery is installed (Ref. Figure 201).
(8) Connect the 2-pin connector to the plug in the black plastic housing. Ensure the connector is
fully seated in the mating plug. This Step may cause the ELT to activate. Reset the ELT by
toggling the ON/OFF switch on the ELT from ON to OFF.
(9) Seat the battery pack on the ELT, dressing the harness wires away from the standoffs to avoid
pinching wires between the battery pack and the standoffs.
(10) Install the four Phillips head screws and tighten securely. Do not over torque the screws.
(11) Perform the ARTEX ELT 110-4-002 INSTALLATIONprocedure.
(12) Perform functional tests of the ELT system.
(13) Apply the battery expiration date label provided with the battery pack to the exterior of the ELT
as shown in Figure 201.
4. ELT Antenna
A. Removal
B. Installation
(7) Perform the appropriate TESTING THE ARTEX 110-4-002 EMERGENCY LOCATOR
TRANSMITTER procedure in conjunction with the ELT ANTENNA TEST procedure.
C. Test
NOTE: This test should be accomplished in conjunction with the appropriate TESTING THE
ARTEX 110-4-002 ELT procedure.
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the antenna. When the antenna of the radio (tuning dial on any setting) is held about six inches from
confidence as does an AM radio.
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ARTEX C406-2 EMERGENCY LOCATOR TRANSMITTER - MAINTENANCE PRACTICES
1. Artex C406-2 Emergency Locator Transmitter - (UE-313 thru UE-429 With Kit 129-3404-1 Installed;
Optional UE-430 and After)
A. General
NOTE: When performing the mandatory 12 month inspection of the emergency locator transmitter
follow the instructions in the ARTEX Installation and Operation Manual.
The Artex 110-406 emergency locator transmitter (which was only installed on UE- 379) is
functionally the same as the C406-2. All descriptions and procedures in this manual
which apply to the C406-2 also apply to the 110-406.

F).
unknown.
2. ARTEX C406-2 ELT

A. Removal
(1) Loosen the thumbscrews on the end cap and pull the end cap away from the ELT.
(2) Lift up the protective top cover and push it away from the connector end of the ELT to remove it.
(3) Disconnect the electrical connections to the ELT.
(4) Visually inspect and confirm proper seating of all connector pins. Special attention should be
given to coaxial center conductor pins which are prone to retracting into the connector housing.
(5) Remove the ELT from its mounting tray by lifting the ELT up from the connector end (careful use
of a flat blade screw driver used as a lever makes this Step easier).
(6) Inspect the mounting hardware. Ensure that the hardware is free of cracks or other obvious
damage. All required mounting hardware should be installed and secured.
CAUTION: Do not use contact cleaner on ELT components. Such chemical

agents can be highly destructive to the mounting hardware and ELT
housing, causing cracking, fracturing and breakage.
B. Installation
(1) Insert the ELT into the mounting tray at an angle so that the locking ears at the end opposite the
direction-of-flight arrow fit into the mounting tray locking slots.
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(2) Fit the protective top cover onto the ELT. Ensure that the slots at the end of the cover fit over the
locking ears on the ELT prior to fitting the cover into place at the connector end.
(3) Feed the two coax cables through the holes in the end cap and connect them to their respective
connections on the ELT.
(4) Position the end cap and connector assembly onto the ELT and tighten the two thumbscrews
securely.
(5) Visually inspect connections ensuring that they are seated properly.
C. Testing
TEST procedure.
NOTE: Do not allow the test duration to exceed 15 seconds. The satellite system recognizes
406.025 MHz transmissions in excess of 15 seconds to be a valid distress signal.

• Place the ELT remote switch to ON. Wait for at least 3 sweeping tones on the aircraft radio,
• The test is successful if the sweeping tones are heard and the yellow transmit light next to the
switch blinks immediately. If there is a delay in the illumination of the transmit light, the system
is not working properly. The sounding of the alert horn does not predicate a successful ELT test
nor is failure of the alert horn to sound an indication of ELT failure.
If the ELT should be inadvertently activated by the "G" switch, the alert horn will sound and the transmit
light next to the switch will blink. The ELT can be deactivated by momentarily placing the remote switch
to ON and then back to ARM.
3. ARTEX C406-2 ELT Battery Pack

A. Replacement
NOTE: The battery pack contains static sensitive parts, take ESD precautions before handling.
(1) Perform the ARTEX C406-2 ELT REMOVAL procedure.

(2) Remove the four screws from the battery pack (Ref. Figure 201).
WARNING: The battery pack is connected to the ELT via short interconnect
harnesses which limit the distance of separation between the
two components prior to disconnecting the harnesses.
(3) Lay the ELT on its side.
(4) Carefully lift the battery pack away from the ELT and lay along side the ELT unit.
(5) Carefully disconnect the harness from the 8-pin connector on the small circuit board in the battery
pack. Do not short connector pins.
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(6) Disconnect the 2-pin harness.

(7) Inspect the battery pack and underside of the ELT. Battery cells, components and connectors
should be corrosion free. The underside of the ELT should be corrosion free. Inspect for any
broken wires or connections. Ensure the battery housing is free of cracks or other visible
damage.
(8) Prior to installing a new battery pack, remove the paper backing from the rubber seal at the
connector end of the battery pack. It is recommended that this seal be coated with a non-
petroleum based silicone grease (i.e. GE G-635) to provide a moisture resistant seal once the
battery is installed (Ref. Figure 201).
(9) Connect the 8-pin connector to the header on the circuit board in the battery pack.
(10) Connect the 2-pin connector to the recessed connector inside the ELT body. This Step will cause
the ELT to activate. Reset the ELT by toggling the ON/OFF switch on the ELT from ON to OFF.
(11) Seat the battery pack on the ELT, dressing the harness wires away from the standoffs to avoid
pinching wires between the battery pack and the standoffs.
(12) Connect the SARSAT Beacon Test Set, through a 30 dB (minimum) attenuator, to the ELT's
TPS connector. Activate the ELT and allow the ELT to transmit 3 to 4 406.025 MHz bursts.
Thereupon, verify that there is not a "BAD FRAME" or "NORMAL BAD" message on the Test
Set display which would indicate a problem with the battery pack (i.e. a bad IC on the battery
circuit board).
(13) Install the four Phillips head screws and tighten securely. Do not over torque the screws.
(14) Perform the ARTEX C406-2 ELT INSTALLATION procedure.
(15) Perform functional tests of the ELT system.
(16) Apply the battery expiration date label provided with the battery pack to the exterior of the ELT
as shown in Figure 201.
4. ELT Antenna
A. Removal
B. Installation
(7) Perform the appropriate TESTING THE ARTEX C406-2 ELT procedure in conjunction with the
ELT ANTENNA TEST procedure.
C. Test
NOTE: This test should be accomplished in conjunction with the appropriate TESTING THE
ARTEX C406-2 ELT procedure.
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the antenna. When the antenna of the radio (tuning dial on any setting) is held about 6 inches from
confidence as does an AM radio.
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UNDERWATER LOCATOR DEVICE (ULD) - MAINTENANCE PRACTICES
1. F1000 Flight Data Recorder (FDR)

A. Maintenance
Maintenance on the underwater located device (underwater acoustic beacon) is limited to:
• Cleaning the water switch.
• Replacing the battery.
• Checking beacon for operation.
• Replacing the beacon.
2. Water Switch
A. Cleaning
Clean the water switch at the intervals specified in Chapter 5-20-03, 5-20-05 and 5-20-07. Refer to the
Model 1900 Airliner Series Component Maintenance Manual, P/N 114-590021-11 and to the following
manuals in Chapters 25 and 31 for information on the water switch: Dukane Technical Manual -
Underwater Acoustic Beacon Models DK100/DK120/DK130/DK140 Document 03-TM-0037, or the
Benthos ELP-362D Emergency Locator Beacon User's Manual, and the Loral Solid-State Flight Data
Recorder (SSFDR) Model No. F1000 Component Maintenance Manual, Chapter 31-30-02.
3. Battery
A. Replacement
NOTE: The battery in the DK100 beacon is not field replaceable. The beacon must be removed
from the FDR and returned to the supplier for battery replacement. The battery in the
DK120 beacon is field replaceable.
Replace the battery at the intervals specified in Chapter 5-10-00. Refer to the Model 1900 Airliner
Series Component Maintenance Manual, P/N 114-590021-11 and to the following manuals in
Chapters 25 and 31 for information on battery replacement: Dukane Technical Manual - Underwater
Acoustic Beacon Models DK100/DK120/DK130/DK140 Document 03-TM-0037, or the Benthos
ELP-362D Emergency Locator Beacon User's Manual, and the Loral Solid-State Flight Data
Recorder (SSFDR) Model No. F1000 Component Maintenance Manual, Chapter 31-30-02.
4. Beacon
A. Operational Test
Operational test the beacon at the intervals specified in Chapter 5-10-00. Refer to the Model 1900
Airliner Series Component Maintenance Manual, P/N 114-590021-11 and to the following manuals in
Chapters 25 and 31 for information on operational testing: Dukane Technical Manual - Underwater
Acoustic Beacon Models DK100/DK120/DK130/DK140 Document 03-TM-0037, or the Benthos ELP-
362D Emergency Locator Beacon User's Manual, and the Loral Solid-State Flight Data Recorder
(SSFDR) Model No. F1000 Component Maintenance Manual, Chapter 31-30-02.
B. Replacement
Replace the beacon if required. Refer to the Model 1900 Airliner Series Component Maintenance
Manual, P/N 114-590021-11 and to the following manuals in Chapters 25 and 31 for information on
replacement procedures: Dukane Technical Manual - Underwater Acoustic Beacon Models DK100/
DK120/DK130/DK140 Document 03-TM-0037, or the Benthos ELP-362D Emergency Locator Beacon
User's Manual, and the Loral Solid-State Flight Data Recorder (SSFDR) Model No. F1000 Component
Maintenance Manual, Chapter 31-30-02.
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EMERGENCY CRASH AXE - MAINTENANCE PRACTICES
1. Emergency Crash Axe (UE-1 and After with Kit 129-5304-1 Installed; Optional on UE-430 and After)
A. Removal
Remove the crash axe (2) by unsnapping the four snap fasteners (1) of the leather cover (3) (Ref.
Figure 201).
B. Installation
Position the crash axe (2) in the leather cover (3). Secure the axe in position by snapping the four
snap fasteners (1) of the leather cover (Ref. Figure 201).
2. Leather Cover
A. Removal
(1) Perform the EMERGENCY CRASH AXE REMOVAL procedure.
(2) Remove the cover (3) by unscrewing the four attaching screws and washers (Ref. Figure 201).
B. Installation
(1) Position the cover (3) on the right forward partition by aligning the four holes in the partition with
the holes in the cover (Ref. Figure 201).
(2) Install the four attaching screws and washers.
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Emergency Crash Axe Installation

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CHAPTER
26
FIRE PROTECTION
BEECHCRAFT®
MAINTENANCE MANUAL

26-Title Page 1
26-00-00 Pages 1-2 May 1/2019
26-10-01 Pages 1-3 May 1/2019
26-10-01 Page 101 May 1/2019
26-10-01 Pages 201-202 May 1/2019
26-10-02 Page 1 May 1/2019
26-10-02 Pages 201-203 May 1/2019
26-11-00 Pages 1-2 May 1/2019
26-11-00 Pages 201-202 May 1/2019
26-20-01 Pages 1-3 May 1/2019
26-20-01 Pages 201-207 May 1/2019
26-20-02 Page 1 May 1/2019
26-20-02 Pages 201-202 May 1/2019

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Temporary Revision
Number
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MAINTENANCE MANUAL
CONTENTS
FIRE PROTECTION - GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26-00-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26-00-00 Page 1
ENGINE FIRE DETECTION SYSTEM - DESCRIPTION AND OPERATION . . . . . . . . . . . 26-10-01 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26-10-01 Page 1
ENGINE FIRE DETECTION SYSTEM - TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . 26-10-01 Page 101
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26-10-01 Page 101
ENGINE FIRE DETECTION SYSTEM - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . 26-10-01 Page 201
Fire Zone Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26-10-01 Page 201
Fire Detection Checkout Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26-10-01 Page 201
LAVATORY FIRE DETECTION SYSTEM - DESCRIPTION AND OPERATION . . . . . . . . . 26-10-02 Page 1
General - (UE-207 thru UE-299 with KIT 129-5031-1; UE-300 and AFTER). . . . . . . 26-10-02 Page 1
LAVATORY FIRE DETECTION SYSTEM - MAINTENANCE PRACTICES . . . . . . . . . . . . . 26-10-02 Page 201
Smoke Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26-10-02 Page 201
BLEED AIR WARNING SYSTEM - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . 26-11-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26-11-00 Page 1
BLEED AIR WARNING SYSTEM - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . 26-11-00 Page 201
Bleed Air Warning Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26-11-00 Page 201
Bleed Air Warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26-11-00 Page 201
ENGINE FIRE EXTINGUISHING SYSTEM - DESCRIPTION AND OPERATION . . . . . . . 26-20-01 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26-20-01 Page 1
ENGINE FIRE EXTINGUISHING SYSTEM - MAINTENANCE PRACTICES . . . . . . . . . . . 26-20-01 Page 201
Fire Extinguisher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26-20-01 Page 201
Supply Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26-20-01 Page 201
Extinguisher Cartridge (Squib) and Supply Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26-20-01 Page 202
Extinguisher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26-20-01 Page 202
LAVATORY FIRE EXTINGUISHING SYSTEM - DESCRIPTION AND OPERATION . . . . 26-20-02 Page 1
General - (UE-207 thru UE-299 with Kit 129-5033-1; UE-300 and after) . . . . . . . . . . 26-20-02 Page 1
LAVATORY FIRE EXTINGUISHING SYSTEM - MAINTENANCE PRACTICES. . . . . . . . . 26-20-02 Page 201
Lavatory Fire Extinguisher - (UE-207 thru UE-299 with Kit 129-5033-1; UE-300 and
After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26-20-02 Page 201
BEECHCRAFT®
MAINTENANCE MANUAL
FIRE PROTECTION - GENERAL
1. General
A. Fire Detection
Fire protection is provided through the use of a fire detection system for each engine. The major
components of the system are the heat-sensitive cable, the amplifier, the annunciator lights and the
associated wiring. The heat-sensitive cable is routed around the engine in such a manner as to warn
of abnormal heat in all fire-sensitive areas. The amplifier is located on the forward side of the forward
pressure bulkhead. The amplifier discriminates between a normal current through the heat-sensitive
cable or an abnormally high current indicating a fire. At the predetermined current level the amplifier
sends a signal to the fire annunciator in the instrument panel.
B. Bleed Air Warning
The bleed air warning system's primary components are pressurized ethylene vinyl acetate (EVA)
tubing, pressure switches, wiring and annunciators. The EVA tubing is routed in the proximity of all
hot bleed air plumbing and will melt if a bleed air leak develops. When the EVA tubing melts, the
pressure in the tubing is relieved and actuates a switch which causes an annunciator to illuminate.
C. Fire Extinguishing
The fire extinguishing system's primary components are the supply cylinder, squib, delivery tubing,
nozzles, control switch, warning annunciator and necessary wiring. There is an extinguisher system
for each engine. The supply cylinder is located in each main wheel well and contains 2.10 pounds of
Bromotrifluoromethane (CBrF3) extinguishing agent pressurized to approximately 360 psi.
D. Special Tools and Recommended Materials
The special tools and recommended materials listed as meeting federal, military or supplier
specifications are provided for reference only and are not specifically required by Textron Aviation
Inc. (TAI). Any product conforming to the specification listed may be used. The products included
in these Tables have been tested and approved for aviation usage by TAI, by the supplier, or by
compliance with the applicable specifications. Generic or locally manufactured products which
conform to the requirements of the specifications may be used even though not included in the
Table 1. SPECIAL TOOLS AND EQUIPMENT

1. Extraction Tool MS90546-1 Obtain Locally Cable Removal
2. Crimping Tool MS3191-03 Obtain Locally Cable Installation
3. Insertion Tool MS90455-1 Obtain Locally Cable Installation
4. Jetcal Tester HB6570B Howell Instrument Co. Test Fire Warning Circuit
5. Heater Probe HB1278 Howell Instrument Co. Check Fire Detector Loop
6. Megohmmeter Adjustable to 100 vdc Obtain Locally Check Fire Detector Loop
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MAINTENANCE MANUAL

1. Sealer Proseal 700 Product Research
and Chemical Corp.,
Glendale, CA
2. Fire Bromotrifloromethane Ref. List of Suppliers in
Extinguishing (CBrF3) 26-20-00
Agent
3. Aluminum Tubing 3/16 OD X 0.028 or Obtain Locally
0.035 wall per Federal
Spec WW-T-700/4 or
WW-T-700/6
4. Adhesive Uralane 5776 Furane Products, Los
Angeles, CA
5. Clamp 130292-A-4 Textron Aviation Inc.
6. Tie Wrap TYZ-28M Thomas & Betts,
Elizabeth, NJ
7. Insulation MIL-I-3190, Class IIAI 1/2 inch I.D., Varglass Verglass Corp., Rome
Tube NY
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MAINTENANCE MANUAL
ENGINE FIRE DETECTION SYSTEM - DESCRIPTION AND OPERATION
1. General
A. Description
(1) The engine fire detection system is installed to provide immediate warning of a fire in the engine
compartment. The main elements of the system are the two thermally sensitive fire-zone cables
which are joined at one end and routed about the engine in a continuous loop (Ref. Figures 1
and 2).
(2) The routing of the cables is designed to monitor various sections of the engine and adjacent
temperature-sensitive regions. Arrangement of the fire-zone cables in a continuous loop enables
the system to be monitored for open circuit conditions while remaining operational should a single
break in the cable occur.
(3) Two toggle switches provide for testing of the fire detection system prior to takeoff. These
switches are placarded ENG FIRE TEST - DETECT, one for the LEFT system and one for
the RIGHT system. The three-position switches are spring-loaded to the OFF position. The
switch positions are placarded LOOP - OFF - AMP. When either toggle switch is placed in
the LOOP position, the integrity of the appropriate fire-zone cable is tested. A good test is
indicated when the yellow lights (FIRE LOOP) in the caution and advisory annunciator in the
lower center subpanel of the pedestal are illuminated. When either toggle switch is placed in
the AMP position, the integrity of the circuitry within the control amplifier is tested. A good test
is indicated by illumination of the red lights in the appropriate FIRE PULL "T" handle. Electrical
power for the fire detection system is supplied by a 5-amp circuit breaker, placarded FIRE
DETECT, located on the right side panel.
(4) The two fire-zone cables, one forward and one aft, are composed of a center wire surrounded by
a semiconductive material enclosed within a stainless steel sheath. As temperature increases,
the semiconductive material separating the center wire from the outer sheath becomes more
conductive and the resistance between the center wire and the outer sheath decreases. The
outer sheath is grounded to the airplane structure.
(5) A control amplifier, mounted on the forward pressure bulkhead behind the LH subpanel, is of the
short-circuit-discriminating type. The short-circuit discriminator is designed to monitor resistance
between ground and the center wire of the fire-zone cables, and is set to trip when the resistance
between the center wire of the cables and the sheath (ground) decreases to approximately 100
ohms. Once the control amplifier trips, a warning light in the firewall fuel shutoff valve handle
illuminates, signaling a fire in the engine compartment.
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Engine Fire Detection System (UE-2 thru UE-92)

Figure 1 (Sheet 1)
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Engine Fire Detection System (UE-93 and After)

Figure 2 (Sheet 1)
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MAINTENANCE MANUAL
ENGINE FIRE DETECTION SYSTEM - TROUBLESHOOTING
1. General
Any time a fault is indicated by one of the following cockpit test procedures, one of the two checkout
procedures under MAINTENANCE PRACTICES should be performed. Failure to perform one of these
procedures may result in identifying a failure in the wrong component.
Should the checkout procedure fail to reveal a fault in the fire-zone loop, the fault may be assumed to be
in the control amplifier or its associated circuitry. When it is determined that no fault exists in the circuitry,
including the test switch circuits, the control amplifier should be replaced.
A. Fire Detector Test
Check the fire detector function of each ENG FIRE TEST - DETECT switch and its associated circuitry
as follows:
(1) Hold the RIGHT switch in the LOOP position.
(2) The fire-zone cable for the right engine is functional if the yellow FIRE LOOP annunciator in the
lower center subpanel is illuminated.
(3) Hold the RIGHT switch in the AMP position.
(4) The amplifier is functional if the red light in the FIRE PULL "T" handle is illuminated.
(5) Repeat these tests for the LEFT switch.
B. Troubleshooting
While the following troubleshooting table may not indicate all possible fault conditions, the most
common faults are listed in order of their most probable occurrence.
Table 101. TROUBLESHOOTING - ENGINE FIRE DETECTION SYSTEM
INDICATION PROBABLE CAUSE REMARKS

1. Failure of fire detector to test a. Warning light inoperative. a. Check test circuit continuity and
warning bulb.
b. Fire-zone cable fails to operate b. Replace fire-zone cable.
properly.
c. Control amplifier fails to operate c. Replace control amplifier.
properly.
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ENGINE FIRE DETECTION SYSTEM - MAINTENANCE PRACTICES
1. Fire Zone Cable

A. Removal
(1) Pull the FIRE DET circuit breaker on the right side circuit breaker panel.
(4) Disconnect the fire-zone cable at the engine fireseal.
(5) Remove the nuts, bolts, screws, and clamps throughout the length of the fire-zone cable.
(6) Disconnect the fireseal electrical connector.
(7) Remove the sealer as necessary to expose the appropriate fire-zone cable wire in the fireseal
electrical connector.
(8) Using an extraction tool (1, Table 1, 26-00-00), extract the fire-zone cable wire from the fireseal
electrical connector.
(9) Remove the fire-zone cable from the airplane.
B. Installation
CAUTION: Be careful not to nick or cut the wire strands.

(1) Cut the wire to the proper length and strip the insulation from the end.
(2) Insert the wire into the rear of the connector pin contact. The insulation must butt against the
rear of the contact.
(3) Using a crimping tool (2, Table 1, 26-00-00), insert the connector pin and wire into the tool jaws
and crimp the wire into the connector pin.
(4) Remove the backshell from the connector and slip it over the wire bundle.
(5) Place the wire in the insertion tool (3, Table 1, 26-00-00).
(6) Press the tool against the contact shoulder of the connector pin and insert the wired pin and tool
into the center of the connector pin cavity. Use a firm, even pressure. When the pin bottoms,
a slight click should be heard as the metal retaining tines snap into place behind the connector
pin shoulder.
(7) Remove the insertion tool from the rear of the connector. To be sure that the connector pin is
properly seated, pull back lightly on the wire. The pin should remain intact.
(8) Replace the sealer (1, Table 2, 26-00-00) as necessary and reassemble the connector.
(9) Install the fire-zone detector cable on the airplane with nuts, bolts, screws and clamps.
(10) Ensure that the firewall connectors are properly secured.
(11) Connect the battery and restore electrical power to the airplane.
(12) Push the FIRE DET circuit breaker on the circuit breaker panel.
(13) Perform FIRE DETECTION CHECKOUT PROCEDURES as outlined in this chapter.
2. Fire Detection Checkout Procedures

A. With JETCAL
(2) Connect the Jetcal tester (4, Table 1, 26-00-00) to a suitable source of electrical power, (115
vac, 50 to 400 Hz).
(3) Ensure that the battery is connected and the firewall connectors are properly secured.
(4) Set up the Jetcal tester as indicated on the cover of the unit.
(5) Attach the heater probe (5, Table 2, 26-00-00) to the forward fire-zone cable.
(6) Slowly increase the temperature of the heater probe and verify that the FIRE light in the firewall
fuel shutoff valve handle illuminates at a temperature of 315°C to 483°C (600°F to 900°F).
(7) Reduce the temperature of the heater probe to 0°C and verify that the FIRE light in the firewall
fuel shutoff valve handle extinguishes.
(8) Disconnect the heater probe from the forward fire-zone.
(9) Attach the heater probe to the aft fire-zone cable.
(10) Slowly increase the temperature of the heater probe and verify that the FIRE light in the firewall
fuel shutoff valve handle illuminates at a temperature of 248°C to 382°C (480°F to 720°F).
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(11) Reduce the temperature setting of the heater probe to 0°C and verify that the FIRE light in the
firewall fuel shutoff valve handle extinguishes.
(12) Disconnect the heater probe from the aft fire-zone cable.
(13) Repeat the test procedure for the other engine.
(14) Remove the test set from the airplane.
B. Without JETCAL
(2) Disconnect the battery and remove all electrical power from the airplane.
(3) Disconnect the fire detection cable harness plug (W8P1) from the electrical receptacle (J410)
on the firewall (Ref. Chapter 26, Model 1900D Airliner Wiring Diagram Manual).
(4) Using an ohmmeter, measure the resistance between pins "A" and "B" of plug (W8P1). This
resistance must not exceed 10.9 ohms. Resistance in excess of 10.9 ohms indicates a poor
connection or an open center wire in the fire-zone cable.
(5) Locate the fire-zone-interconnect fittings which pass through the lower RH side of the fireseal.
(6) Remove the sealer from the fittings and separate the two fire-zone cables.
(7) Using a good quality digital multimeter capable of reading megohms, measure the resistance
between pin "B" and the outer sheath of the aft fire-zone cable. Measure the ambient
temperature. The measured resistance must not be less than the amount indicated in Table
201 for the current ambient temperature. Insufficient resistance will necessitate replacing the
aft fire-zone cable.
(8) Measure the resistance between pin "A" of the firewall plug (W8P1) and the outer sheath of
the forward fire-zone cable. The ambient temperature must be between 50°F and 100°F. A
resistance of less than 1.7 megohms necessitates replacement of the forward fire-zone cable.
(9) Reconnect the two fire-zone cables and replace the sealer (1, Table 2, 26-00-00) as necessary.
(10) Reconnect the fire detection plug (W8P1) to the receptacle (J410 RH or J409 LH) on the firewall.
Table 201. AFT FIRE-ZONE RESISTANCE
Ambient Temperature Degrees F Minimum Resistance Megohms

50 to 68 0.68
72 0.56
76 0.47
80 0.39
84 0.33
88 0.28
92 0.23
96 0.20
100 0.16
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LAVATORY FIRE DETECTION SYSTEM - DESCRIPTION AND OPERATION
1. General - (UE-207 thru UE-299 with KIT 129-5031-1; UE-300 and AFTER)
The lavatory fire detection system is installed to provide immediate warning of smoke in the lavatory. The
main element of the system is a smoke detector on the vanity partition, located aft of the mirror.
Electrical power to the smoke detector is supplied by a 2-amp circuit breaker, placarded SMOKE DET
(OPT), located on the electrical equipment panel under the cabin floorboard (Zone 133). A red annunciator
light (LAVATORY SMOKE) on the glareshield illuminates when smoke is detected in the lavatory.
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LAVATORY FIRE DETECTION SYSTEM - MAINTENANCE PRACTICES
1. Smoke Detector
A. Test - (UE-207 thru UE-299 with Kit 129-5031-1; UE-300 and After)
When power is connected to the smoke detector, the power indicator (GREEN) illuminates. The alarm
indicator light should be off and the lavatory smoke annunciator in the cockpit should be off (Ref.
Figure 201).
(1) Push the self test switch in with a pencil point. The lavatory smoke annunciator and the alarm
indicator lights come on.
(2) While holding the self test switch in, momentarily push the interrupt switch in with a pencil point.
The lavatory smoke annunciator light goes off and the alarm indicator light remains on.
(3) Release the self-test switch and the alarm indicator light will go off.
B. Removal - (UE-207 thru UE-299 with Kit 129-5031-1; UE-300 and After)
(1) Remove electrical power from the airplane and disconnect the battery.
(2) Remove screws (1), washers (2) and cover (3) from the smoke detector housing (4) (Ref. Figure
202).
(3) Remove the screws (5) and washers (6) from the smoke detector housing (4).
(4) Pull the smoke detector housing (4) away from the mount cover (7), disconnect the electrical
plug (8) and remove the smoke detector housing.
C. Installation - (UE-207 thru UE-299 with Kit 129-5031-1; UE-300 and After)
(1) Connect electrical plug (8) to the smoke detector housing (4) (Ref. Figure 202).
(2) Install smoke detector housing (4) to the mount assembly (7) with screws (5) and washers (6).
(3) Install cover (3) to smoke detector housing (4) with screws (1) and washers (2).
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Lavatory Smoke Detector Test (UE-207 thru UE-299 With Kit 129-5031-1; UE-300 and After)
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Lavatory Smoke Detector Installation (UE-207 thru UE-299 With Kit 129-5031-1; UE-300 and After)
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BLEED AIR WARNING SYSTEM - DESCRIPTION AND OPERATION
1. General
The engine bleed air warning system provides a visual indication of a rupture in the bleed air lines so that
the bleed air valve from the affected engine can be shut down before heat of the escaping air damages
the skin and structure adjacent to the break in the line. The bleed air lines are in close proximity with
ethylene vinyl acetate (EVA) tubing from the engines to the cabin. Excessive heat on the tubing caused
by a ruptured bleed air line will melt the tubing. The system has two pressure switches mounted just
forward of the main spar under the center cabin floorboard. The two switches are pressurized by air
tapped off the line from the bleed air manifold mounted under the center floorboard forward of the main
spar. Refer to Figure 1 for routing of the EVA tubing. When the tubing melts and the tubing pressure
drops below the pressure required to keep the pressure switch actuated, the normally open switch in the
line will close, causing a circuit to be completed to the respective BLEED AIR FAIL light in the warning
annunciator panel. When the indication of bleed air failure becomes evident, the bleed air for that side
must be turned off by placing the respective bleed air valve switch in the INST ENVIR OFF position.
When the switch is placed in this position, the engine firewall shutoff valve closes, stopping bleed air flow
at the engine firewall. Each time the system is actuated, the EVA tubing in the area where the damage
occurred must be replaced or repaired.
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Bleed Air Warning System

Figure 1 (Sheet 1)
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BLEED AIR WARNING SYSTEM - MAINTENANCE PRACTICES
1. Bleed Air Warning Pressure Switch

A. Removal
(1) Remove the center floorboard forward of the main spar to gain access to the pressure switches.
(2) Disconnect the electrical connector from the pressure switch.
(3) Remove the fittings from the pressure switch to be replaced. Cap the fittings to prevent the entry
of foreign matter.
(4) Remove the attaching screws that secure the switch in place and remove the pressure switch.
B. Installation
(1) Install the pressure switch in its mounting space and secure with the attaching screws.
(2) Remove the cap from the fittings and install the fitting on the pressure switch.
(3) Connect the electrical connector to the pressure switch.
C. Check For Proper Electrical Connection
To confirm that the left and right bleed air warning switches have not become cross connected during
maintenance, perform the following check:
(1) Remove cabin floorboard panel 163ATC (Ref. Chapter 06-50-00) forward of the main spar to
gain access to the pressure switches.
(2) Locate the left and right bleed air warning pressure switches [S128] and [S129] (Ref. Figure 1
in Description and Operation section).
(3) Locate the switch that connects to the plastic EVA warning line that goes into the RH wing.
(4) Confirm that this switch is connected to connector P242 which should contain wire No's. W2A22
and W4A22.
2. Bleed Air Warning System

A. Repair
If a malfunction in the bleed air system has occurred and the warning system has been activated, the
ethylene vinyl acetate (EVA) tubing must be repaired. The damaged area is repaired by splicing with
a piece of aluminum tubing no more than four inches long. The splicing aluminum tube (3, Table 2,
26-00-00) may be 5052 or 6061, 3/16 inch OD with 0.028 or 0.035 inch wall thickness. If the EVA
tubing has stretched because of aging or creeping, additional standoffs or clamping may need to be
installed. Use the same type of standoff or cushion clamp as the original installation. A distance of
two to four inches must be maintained between the EVA tube and the source of heat. If the two-inch-
minimum distance can not be maintained, the tube may be insulated with the same type of insulation
(7, Table 2, 26-00-00) as used in the original installation. Cut the insulation lengthwise, install on the
tubing and secure with a tie wrap (6, Table 2, 26-00-00). The repair must be accomplished per Kit No.
114-9021-1 or as follows:
(1) Locate the damaged EVA tubing.
(2) Remove the panels as necessary to gain access to the damage.
(3) Cut out the damaged EVA tubing (not to exceed three inches).
(4) Cut the aluminum tubing (3, Table 2, 26-00-00) to the proper length.
NOTE: If beading the aluminum tubing is not possible, bond the tube in place with adhesive
(4, Table 2, 26-00-00). If the splice is bonded in place, exercise care to avoid
plugging the tube with the adhesive.
(5) Bead each end of the aluminum tubing.

(6) Insert each end of the aluminum tube 1/2 to 3/4 inch into the EVA tubing.
(7) Clamp (5, Table 2, 26-00-00) each end of the tubing in place.
(8) Perform the BLEED AIR WARNING SYSTEM OPERATIONAL CHECK procedure.
B. Operational Check
(1) Start the engine on the same side as the EVA tube repair.
(2) Place the appropriate BLEED AIR VALVES switch in the ENVIR OFF position and verify that the
L BL AIR FAIL and R BL AIR FAIL light is extinguished.
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(3) Place the appropriate BLEED AIR VALVES switch in the INST & ENVR OFF position and verify
that the L BL AIR FAIL and R BL AIR FAIL light illuminates.
(4) Establish lowest obtainable ITT for two minutes prior to shutting down the engine.
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ENGINE FIRE EXTINGUISHING SYSTEM - DESCRIPTION AND OPERATION
1. General
A. Description
(1) A fire extinguisher supply cylinder is mounted on brackets aft of the main spar in the wheel
well of each main landing gear (Ref. Figures 1 and 2). Each cylinder is charged with 2.10
pounds of Bromotrifluoromethane (CBrF3) pressurized to 360 psi +25, -0 at 70°F. The line from
the cylinder runs along the side of the nacelle and branches into two spray tubes strategically
located about the engine to diffuse the extinguishing agent in the event of a fire. One of the
nozzles is positioned to discharge into the engine exhaust area and the other discharges into
the accessory area. Once activated, the entire supply of extinguishing agent is discharged.
The control switches used to activate the system are located on the glareshield at each end
of the warning annunciator panel. Their power is derived from the hot battery bus through the
microswitches mounted on the firewall fuel shutoff valve.
(2) The fire extinguisher supply cylinder is equipped with a safety valve located near the bottom of
the cylinder. If the cylinder becomes excessively overpressurized, the excess pressure is vented
through the safety valve. The safety valve also serves as a fill port when the cylinder is being
serviced. Any time the cylinder has vented the extinguishing agent through the safety valve the
cylinder must be returned to a servicing station to be refilled.
(3) The airplane is equipped with two toggle switches (installed in the copilot's inboard subpanel)
placarded ENG FIRE TEST - DETECT, one for the LEFT system and one for the RIGHT system.
These switches are for the purpose of testing the circuitry of the fire extinguisher pyrotechnic
cartridges and diaphragms. When the switches are moved to the EXT TEST A position, the
illumination of the appropriate amber D and green OK light indicates that the circuits to the squib
and to the diaphragm are functional. When the switches are moved to the TEST B position, the
green OK light in the glareshield illuminates to indicate that the other squib circuit is functional.
The toggle switches are spring-loaded and will return automatically to the center OFF position.
(4) The push-to-activate control switches located on glareshield at each end of the warning
annunciator panel incorporate three indicator lights. On UE-2 thru UE-92, the red L or R ENG
FIRE PUSH TO EXT lens indicates that the firewall fuel shutoff valve has been actuated to arm
the fire extinguisher push-button circuitry; the green OK lens is provided only for preflight testing
of the squib circuitry; the amber D lens monitors the condition of the cylinder diaphragm and
charge. On UE-93 and after, the upper half of the control switch has EXTINGUISHER PUSH
in aviation yellow gothic letters on an opaque black background to indicate that the firewall fuel
shutoff valve has been actuated to arm the push-button circuitry of the fire extinguisher; the
lower RH section of the switch is placarded OK in aviation green gothic letters on an opaque
black background to provide for preflight testing of the squib circuitry; the lower LH section of
switch is placarded DISCH in aviation yellow gothic letters on an opaque black background and
monitors the condition of the cylinder diaphragm and charge. As long as the cylinder diaphragm
is intact and the cylinder is not discharged, this light (placarded D in amber on UE-2 thru UE-92,
placarded DISCH in aviation yellow on UE-93 and after) will remain off, except during testing of
the squib circuitry. When the cartridge is fired to rupture the diaphragm, the light will come on
and will remain on until the diaphragm is replaced (a serviced cylinder installed).
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Engine Fire Extinguishing System (UE-2 thru UE-92)

Figure 1 (Sheet 1)
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Engine Fire Extinguishing System (UE-93 and After)

Figure 2 (Sheet 1)
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ENGINE FIRE EXTINGUISHING SYSTEM - MAINTENANCE PRACTICES
1. Fire Extinguisher
A. Test
Check the fire extinguisher function of each ENG FIRE TEST - EXT switch and its associated circuitry
as follows:
(1) Place the RIGHT switch in the TEST A position (Ref. Figures 201 and 202).
(2) If the amber D and green OK indicators in the glareshield illuminate the squib and diaphragm
are functional.
(3) Place the RIGHT switch in the TEST B position.
(4) If the green OK indicator in the glare shield illuminates the other circuit to the squib is functional.
(5) Repeat these test for the LEFT switch.
2. Supply Cylinder
A. Removal
WARNING: Disconnect battery and disconnect external power before changing

out supply cylinders.
(2) Perform the BATTERY DISCONNECTION procedure (Ref. Chapter 24-31-00).
(3) Working through the main gear wheel well, disconnect wiring from supply cylinder terminals
(Ref. Figures 201 and 202). Refer to the Model 1900D Airliner Wiring Diagram Manual, P/N
129-590000-13 for proper wiring.
(4) Disconnect the tube attached to the bottom of the supply cylinder.
(5) Remove the attaching bolts and remove the cylinder from the mounting bracket.
B. Installation

NOTE: The supply cylinder comes from the vendor with two orange wires hanging loose.
(1) Secure the cylinder to the mounting brackets with the attaching bolts (Ref. Figures 201 and
202).
(2) Connect the wiring to the supply cylinder. Refer to the Model 1900D Airliner Wiring Diagram
Manual, P/N 129-590000-13 for proper wiring of the supply cylinder.
(3) Connect the tube to the bottom of the cylinder.
(4) Perform the BATTERY CONNECTION procedure (Ref. Chapter 24-31-00).
C. Recharging
Access to the fire extinguisher cylinder is through the wheel wells of the main landing gear (Ref.
Figures 201 and 202). Each cylinder is charged with 2.10 pounds of Bromotrifluoromethane (CBrF3)
and pressurized with dry nitrogen to 360 psi +25/ -0 at 70 °F. Check the pressure gage on each cylinder
prior to flight to ascertain that the cylinders are charged to within the pressure limits for the ambient
temperatures noted in Table 201.
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CAUTION: Bromotrifluoromethane can cause severe corrosion in and on a hot

or cold engine. If the fire extinguisher is activated and the engine is
contaminated with fire extinguishing agent, the engine must be cleaned
as outlined under the heading ENGINE WASHING PROCEDURES in
Chapter 12 of this Maintenance Manual.
Fully discharged cylinders, or any cylinder indicating less than the specified pressure on the
pressure gage, should be returned to a recharging station certified by the supplier (HTL - Advanced
Technologies, Duarte, Ca.) for proper charge of CBrF3 extinguishing agent. Such stations are
located in most major cities.
3. Extinguisher Cartridge (Squib) and Supply Cylinder

A. Information
(1) The storage temperature must not exceed 130°F.
(2) When installed in the airplane, the cartridge must not be exposed to temperatures greater than
200°F.
(3) The life of a cartridge is determined as starting from the date (month/year) stamped on the
cartridge body or marked on the plastic bag containing the cartridge.
NOTE: Cartridges in fire extinguishers that have been discharged through the safety valve
must be replaced. The maximum temperature of the cartridge has been exceeded.
Table 201. FIRE EXTINGUISHER CYLINDER PRESSURE LIMITS
Temp -40° -20° 0° +20° +40° +60° +70° +80° +100° +120°
°F
Indicated 127 148 174 207 249 304 334 367 442 532
Pressure
in PSI to to to to to to to to to to
155 180 212 251 299 354 385 417 492 582
WARNING: THE FIRE EXTINGUISHER SUPPLY CYLINDER IS A

PRESSURIZED CONTAINER. Refer to the appropriate
overhaul manual for complete instructions on how to remove,
disassemble, and empty a fire extinguisher. Failure to comply
with the above and/or with the instructions given in the
overhaul manual could cause injury to personnel and/or
damage to equipment.
Any fire extinguisher past the due date for hydrostatic testing is to be emptied and hydrostatic
tested per the DOT specifications. If the container is pressurized when removed from the
airplane, it can be shipped to a recharge station, still pressurized, providing there is no evidence
of visible damage, such as dents deeper than 1/16 inch per inch of average dent diameter or
scratches deeper than 0.004 inch and the pressure gage indicates proper charge (Ref. Table
201). The station must then hydrostatically test the container before recharging and returning it
to the user.
4. Extinguisher
A. Activation Check
(1) Construct a test lamp consisting of one 327 light bulb connected to two 22 gage wires. The wires
should be of sufficient length to allow the operator to sit in the cockpit, perform the procedure
and view the test lamp connected to wiring in the wheel well. Install an alligator clip on the free
end of each wire.
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Engine Fire Extinguishing System (UE-2 thru UE-92)

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(4) Working through the main gear wheel wells, identify, tag and disconnect the wiring to the left
and right fire extinguisher squibs (Ref. Figures 201 and 202). Refer to the Model 1900D Airliner
Wiring Diagram Manual, P/N 129-590000-13 for proper wiring.
(5) Temporarily connect the battery to the airplane electrical system (Ref. Chapter 24-31-00,
BATTERY CONNECTION).
(7) Set the VOLT SELECT switch on the overhead panel to BATT and make note of the DC voltage
displayed.
(8) Set the EXT PWR switch to OFF. Set the BATT switch to OFF.
NOTE: Two individuals are required to perform Steps (9) and (10).
(9) Left Extinguisher Voltage Check

(a) Connect the negative lead of a dc voltmeter to wire W75B22 (Ref. Figure 202, Sheet 2.
(b) Connect the positive lead of a dc voltmeter to wire W72B22. Set the meter to read a voltage
of approximately 28 vdc.
(c) Set the BATT switch to ON. Set the EXT PWR switch to the ON position.
(d) Pull out the left FIRE PULL handle.
(e) Press and hold the LEFT ENG FIRE PUSH TO EXT switch. The dc voltmeter should
indicate approximately the voltage recorded in Step (7).
(f) Release the LEFT ENG FIRE PUSH TO EXT switch. The dc voltmeter should indicate 0.0
vdc.
(g) Push in the left FIRE PULL handle.
(h) Set the EXT PWR switch to OFF. Set the BATT switch to OFF.
(i) Disconnect the voltmeter from the airplane wiring.
(10) Right Extinguisher Voltage Check
(a) Connect the negative lead of a dc voltmeter to wire W85B22.
(b) Connect the positive lead of a dc voltmeter to wire W82B22. Set the meter to read a voltage
of approximately 28 vdc.
(c) Set the BATT switch to ON. Set the EXT PWR switch to the ON position.
(d) Pull out the right FIRE PULL handle.
(e) Press and hold the RIGHT ENG FIRE PUSH TO EXT switch. The dc voltmeter should
indicate approximately the voltage recorded in Step (7).
(f) Release the RIGHT ENG FIRE PUSH TO EXT switch. The dc voltmeter should indicate
0.0 vdc.
(g) Push in the right FIRE PULL handle.
(h) Set the EXT PWR switch to OFF. Set the BATT switch to OFF.
(i) Disconnect the voltmeter from the airplane wiring.
(11) Left Fire Extinguisher Check
(a) Connect the test lamp leads to wires W75B22 and W72B22. Position the test lamp so that
it can be viewed by the operator in the cockpit.
(b) Set the BATT switch to ON. Set the EXT PWR switch to the ON position.
(c) Pull out the left FIRE PULL handle.
(d) Press and hold the LEFT ENG FIRE PUSH TO EXT switch. The test lamp should illuminate.
(e) Release the LEFT ENG FIRE PUSH TO EXT switch. The test light should extinguish.
(f) Repeat the actions in Steps (d) and (e) an additional five times.
(g) Press and hold the LEFT ENG FIRE PUSH TO EXT switch. Push in and pull out the left
FIRE PULL handle six times. The test light should extinguish each time the left FIRE PULL
handle is pushed in. The test light should illuminate each time the left FIRE PULL handle
is pulled out. The left FIRE PULL handle is to end up in the out position with the test lamp
illuminated.
(h) Push in the left FIRE PULL handle. The test lamp should extinguish.
(i) Release the LEFT ENG FIRE PUSH TO EXT switch.
(j) Set the EXT PWR switch to OFF. Set the BATT switch to OFF.
(k) Disconnect the test lamp from the left squib wiring.
(12) Right Fire Extinguisher Check
(a) Connect the test lamp leads to wires W85B22 and W82B22. Position the test lamp so that
it can be viewed by the operator in the cockpit.
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(b) Set the BATT switch to ON. Set the EXT PWR switch to the ON position.
(c) Pull out the right FIRE PULL handle.
(d) Press and hold the RIGHT ENG FIRE PUSH TO EXT switch. The test lamp should
illuminate.
(e) Release the RIGHT ENG FIRE PUSH TO EXT switch. The test light should extinguish.
(f) Repeat the actions in Steps (d) and (e) an additional five times.
(g) Press and hold the RIGHT ENG FIRE PUSH TO EXT switch. Push in and pull out the right
FIRE PULL handle six times. The test light should extinguish each time the right FIRE
PULL handle is pushed in. The test light should illuminate each time the right FIRE PULL
handle is pulled out. The right FIRE PULL handle is to end up in the out position with the
test lamp illuminated.
(h) Push in the right FIRE PULL handle. The test light should extinguish.
(i) Release the RIGHT ENG FIRE PUSH TO EXT switch.
(j) Set the EXT PWR switch to OFF. Set the BATT switch to OFF.
(k) Disconnect the test lamp from the right squib wiring.
(15) Identify and connect the wires to the left and right fire extinguisher squibs. Refer to the Model
1900D Airliner Wiring Diagram Manual, P/N 129-590000-13 for proper wiring.
(17) Set the BATT switch to ON.
(18) Set the LEFT ENG FIRE TEST- EXT switch to TEST A. The D or DISCH and OK indicators
should illuminate on the left engine fire extinguish switch. Set the LEFT ENG FIRE TEST- EXT
switch to OFF, the D or DISCH and OK indicators go out.
(19) Set the LEFT ENG FIRE TEST- EXT switch to TEST B. The OK indicator should illuminate on
the left engine fire extinguish switch. Set the LEFT ENG FIRE TEST switch to OFF, the OK
indicator goes out.
(20) Set the RIGHT ENG FIRE TEST- EXT switch to TEST A. The D or DISCH and OK indicators
should illuminate on the right engine fire extinguish switch. Set the RIGHT ENG FIRE TEST-
EXT switch to OFF, the D or DISCH and OK indicators go out.
(21) Set the RIGHT ENG FIRE TEST- EXT switch to TEST B. The OK indicator should illuminate on
the right engine fire extinguish switch. Set the RIGHT ENG FIRE TEST- EXT switch to OFF, the
OK indicator goes out.
(22) Set the BATT switch to OFF.
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LAVATORY FIRE EXTINGUISHING SYSTEM - DESCRIPTION AND OPERATION
1. General - (UE-207 thru UE-299 with Kit 129-5033-1; UE-300 and after)
A disposable fire extinguisher is located in the lavatory vanity under the handi-wipes support shelf above
the trash bin. The extinguisher is a steel container with discharge tubes welded on the bottom. Each
discharge tube has an end cap, sealed with a fusible alloy, that keeps the extinguishing agent in the
container. The tubes are positioned to discharge into the trash bin. The container is charged with 0.221 to
0.287 pounds of bromotriflouromethane (CBrF3). The container is designed for a single operation and
must be replaced if the extinguishing agent is discharged. No electrical power is necessary to operate the
container. The extinguisher operates automatically when the temperature of the end caps increases to
170°F to 177°F. At this temperature, the fusible alloy, that seals the end caps, melts and releases the end
caps from the discharge tubes. This allows the extinguishing agent to discharge.
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MAINTENANCE MANUAL
LAVATORY FIRE EXTINGUISHING SYSTEM - MAINTENANCE PRACTICES
1. Lavatory Fire Extinguisher - (UE-207 thru UE-299 with Kit 129-5033-1; UE-300 and After)
A. Removal
CAUTION: Handle the fire extinguisher with care. The unit is charged with high
pressure bromotriflouromethane (CBrF3). The end of the nozzles has an
end cap which is sealed with a fusible alloy and should not be exposed
to any heat or open flames.
(1) Remove electrical power from the airplane and disconnect battery.
(2) Remove lavatory vanity from partition (Ref. Chapter 25-40-00, LAVATORY - MAINTENANCE
PRACTICES (EFFECTIVITY: OPTIONAL ON UE-204 AND AFTER)).
(3) Open lower door (1) on vanity, push in the nylon catch (2), and remove the trash bin container
(3) (Ref. Figure 201).
(4) Remove attaching screws (4) and washers (5) on the back side of the vanity and gently remove
the fire extinguisher (6). Ensure the nozzles (7) remove freely from the support block (8).
B. Installation

NOTE: The supply cylinder comes from the vendor with two orange wires hanging loose.
(1) Position the fire extinguisher (6) on the back side of the vanity ensuring the nozzles (7) enter
the two holes on the support block (8). Install screws (4) and washers (5) and secure the fire
extinguisher (6) to the vanity (Ref. Figure 201).
(2) Install the trash bin container (3). Ensure the nozzles of the fire extinguisher align with the cutout
in the trash bin container.
(3) Close the lower door (1).
(4) Install the lavatory vanity to the partition (Ref. Chapter 25-40-00, LAVATORY - MAINTENANCE
PRACTICES (EFFECTIVITY: OPTIONAL ON UE-204 AND AFTER)).
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Lavatory Fire Extinguisher(UE-207 thru UE-299 with Kit 129-5033-1; UE-300 and After)
26-20-02 Page 202

CHAPTER
27
FLIGHT CONTROLS
BEECHCRAFT®
MAINTENANCE MANUAL

27-Title Page 1
27-00-00 Pages 1-17 May 1/2019
27-00-01 Pages 201-204 May 1/2019
27-00-02 Pages 201-226 May 1/2019
27-10-00 Pages 201-219 May 1/2019
27-10-01 Pages 201-203 May 1/2019
27-10-02 Pages 201-221 May 1/2019
27-10-03 Pages 201-216 May 1/2019
27-10-04 Pages 201-208 May 1/2019
27-10-05 Pages 201-221 May 1/2019
27-10-06 Pages 201-204 May 1/2019
27-10-07 Pages 201-208 May 1/2019
27-10-08 Pages 201-209 May 1/2019
27-10-09 Pages 201-208 May 1/2019
27-20-00 Pages 201-210 May 1/2019
27-20-01 Pages 201-206 May 1/2019
27-20-02 Pages 201-217 May 1/2019
27-20-03 Pages 201-216 May 1/2019
27-20-04 Pages 201-208 May 1/2019
27-20-05 Pages 201-221 May 1/2019
27-20-06 Pages 201-203 May 1/2019
27-20-07 Pages 201-211 May 1/2019
27-20-08 Pages 401-403 May 1/2019
27-21-00 Pages 1-3 May 1/2019
27-21-00 Pages 201-205 May 1/2019
27-30-00 Pages 201-213 May 1/2019
27-30-01 Pages 201-207 May 1/2019
27-30-02 Pages 201-230 May 1/2019
27-30-03 Pages 201-209 May 1/2019
27-30-04 Pages 201-226 May 1/2019
27-30-05 Pages 201-213 May 1/2019
27-30-06 Pages 201-210 May 1/2019
27-30-07 Pages 201-209 May 1/2019
27-30-08 Pages 201-205 May 1/2019
27-30-09 Pages 201-202 May 1/2019
27-31-00 Pages 1-2 May 1/2019
27-31-00 Page 101 May 1/2019
27-31-00 Pages 201-206 May 1/2019
27-50-00 Pages 1-2 May 1/2019
27-50-00 Pages 201-209 May 1/2019
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27-50-02 Page 201 May 1/2019

27-50-03 Pages 201-209 May 1/2019
27-50-04 Pages 201-206 May 1/2019
27-50-05 Pages 201-220 May 1/2019
27-50-06 Pages 201-210 May 1/2019
27-50-07 Pages 201-203 May 1/2019
27-70-00 Page 1 May 1/2019
27-70-00 Pages 201-203 May 1/2019

MAINTENANCE MANUAL

Temporary Revision
Number
BEECHCRAFT®
MAINTENANCE MANUAL
CONTENTS
FLIGHT CONTROLS - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-00-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-00-00 Page 1
CONTROL COLUMN BEARING SUPPORT - MAINTENANCE PRACTICES . . . . . . . . . . 27-00-01 Page 201
Control Column Bearing Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-00-01 Page 201
TRAVEL BOARD - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-00-02 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-00-02 Page 201
Travel Board Certification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-00-02 Page 213
AILERON SYSTEM - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-10-00 Page 201
Aileron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-10-00 Page 201
Aileron Ground Adjustable Trim Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-10-00 Page 207
CONTROL WHEEL - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-10-01 Page 201
Control Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-10-01 Page 201
Control Column Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-10-01 Page 201
AILERON CABLES - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-10-02 Page 201
Aileron Fuselage Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-10-02 Page 201
Aileron Wing Outboard Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-10-02 Page 203
Aileron Wing Inboard Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-10-02 Page 206
Aileron Bellcrank Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-10-02 Page 209
Aileron Yoke Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-10-02 Page 210
Aileron Yoke Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-10-02 Page 211
Aileron Yoke Taper Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-10-02 Page 211
AILERON CONTROL RIGGING - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . 27-10-03 Page 201
Aileron Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-10-03 Page 201
Aileron Fuselage Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-10-03 Page 205
Aileron Control Column Interconnect Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-10-03 Page 206
Aileron Wing Cable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-10-03 Page 206
Aileron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-10-03 Page 207
AILERON TRIM TAB - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-10-04 Page 201
Aileron Trim Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-10-04 Page 201
AILERON TRIM TAB ACTUATORS AND CABLES - MAINTENANCE PRACTICES . . . . 27-10-05 Page 201
Aileron Trim Tab Forward Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-10-05 Page 201
Aileron Trim Tab Actuator and Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-10-05 Page 204
AILERON TRIM TAB CONTROL - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . 27-10-06 Page 201
Aileron Trim Tab Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-10-06 Page 201
Aileron Trim Tab Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-10-06 Page 201
AILERON TRIM TAB CONTROL RIGGING - MAINTENANCE PRACTICES . . . . . . . . . . . 27-10-07 Page 201
Aileron Trim Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-10-07 Page 201
AILERON/RUDDER INTERCONNECT SYSTEM - MAINTENANCE PRACTICES . . . . . . 27-10-08 Page 201
Aileron/Rudder Interconnect Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-10-08 Page 201
Aileron/Rudder Interconnect Spring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-10-08 Page 202
Aileron/Rudder Interconnect System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-10-08 Page 203
AILERON BALANCE WEIGHTS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . 27-10-09 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-10-09 Page 201
RUDDER SYSTEM - MAINTENANCE PRACTICES - MAINTENANCE PRACTICES . . . 27-20-00 Page 201
Rudder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-20-00 Page 201
RUDDER CABLES - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-20-01 Page 201
Rudder Forward Control Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-20-01 Page 201
Rudder Aft Control Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-20-01 Page 203
BEECHCRAFT®
MAINTENANCE MANUAL
RUDDER CONTROL RIGGING - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . 27-20-02 Page 201

Rudder Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-20-02 Page 201
Rudder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-20-02 Page 206
RUDDER PEDALS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-20-03 Page 201
Pilot Rudder Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-20-03 Page 201
Pilot Rudder Pedal Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-20-03 Page 201
Pilot Rudder Bellcrank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-20-03 Page 203
Pilot Rudder Pedal Pushrod. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-20-03 Page 204
Pilot Rudder Pedal Torque Tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-20-03 Page 204
Copilot Rudder Pedal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-20-03 Page 205
Copilot Rudder Pedal Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-20-03 Page 205
Copilot Rudder Bellcrank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-20-03 Page 211
Copilot Rudder Pedal Pushrod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-20-03 Page 211
Rudder Pedal Arm Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-20-03 Page 212
RUDDER TRIM TAB - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-20-04 Page 201
Rudder Trim Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-20-04 Page 201
RUDDER TRIM TAB CABLES AND ACTUATORS - MAINTENANCE PRACTICES. . . . . 27-20-05 Page 201
Rudder Trim Tab Forward Cable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-20-05 Page 201
Rudder Trim Tab Actuator and Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-20-05 Page 205
RUDDER TRIM TAB CONTROL - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . 27-20-06 Page 201
Rudder Trim Tab Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-20-06 Page 201
Rudder Trim Tab Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-20-06 Page 201
RUDDER TRIM TAB CONTROL RIGGING - MAINTENANCE PRACTICES . . . . . . . . . . . 27-20-07 Page 201
Rudder Trim Tab Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-20-07 Page 201
Rudder Trim Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-20-07 Page 204
Rudder Trim Tab Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-20-07 Page 205
AFT RUDDER TORQUE SHAFT - REMOVAL/INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 27-20-08 Page 401
Rudder Torque Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-20-08 Page 401
FLIGHT CONTROL ASSIST SYSTEMS - DESCRIPTION AND OPERATION . . . . . . . . . . 27-21-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-21-00 Page 1
FLIGHT CONTROL ASSIST SYSTEMS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . 27-21-00 Page 201
Yaw Damp Computer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-21-00 Page 201
Yaw Rate Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-21-00 Page 201
Yaw Damp/Rudder Boost Servo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-21-00 Page 201
Rudder Boost Transducer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-21-00 Page 201
ELEVATOR SYSTEM - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-30-00 Page 201
Elevator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-30-00 Page 201
Elevator Inboard, Center and Outboard Hinge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-30-00 Page 204
ELEVATOR CABLES - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-30-01 Page 201
Elevator Forward Control Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-30-01 Page 201
ELevator Aft Control Cables. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-30-01 Page 203
ELEVATOR CONTROL SYSTEM - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . 27-30-02 Page 201
Elevator Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-30-02 Page 201
Control Column Support Roller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-30-02 Page 221
Bobweight and Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-30-02 Page 221
Bobweight Link Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-30-02 Page 226
ELEVATOR TRIM TABS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-30-03 Page 201
Elevator Trim Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-30-03 Page 201
BEECHCRAFT®
MAINTENANCE MANUAL
ELEVATOR TRIM TAB CABLES - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . 27-30-04 Page 201

Forward - Elevator Trim Tab Cable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-30-04 Page 201
Aft - Elevator Trim Tab Cable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-30-04 Page 205
Vertical - Elevator Trim Tab Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-30-04 Page 215
Horizontal - Elevator Trim Tab Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-30-04 Page 221
Elevator Trim Tab Control Wheel Chain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-30-04 Page 223
ELEVATOR TRIM TAB CONTROL RIGGING - MAINTENANCE PRACTICES . . . . . . . . . 27-30-05 Page 201
Elevator Trim Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-30-05 Page 201
ELEVATOR TRIM TAB ACTUATORS - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . 27-30-06 Page 201
Elevator Trim Tab Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-30-06 Page 201
ELEVATOR ELECTRIC TRIM TAB SYSTEM - MAINTENANCE PRACTICES . . . . . . . . . . 27-30-07 Page 201
Elevator Electric Trim Tab Cable - (All Airplanes without Collins APS-65H Autopilot
System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-30-07 Page 201
Elevator Electric Trim Tab Actuator - (All Airplanes without Collins APS-65H
Autopilot System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-30-07 Page 201
Elevator Electric Trim Tab Left Cable Drum and Cable - (All Airplanes without Collins
APS-65H Autopilot System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-30-07 Page 201
Elevator Electric Trim Tab Actuator Cable Drum and Cable - (All Airplanes without
Collins APS-65H Autopilot System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-30-07 Page 206
Elevator Electric Trim Tab Universal Joint - (All Airplanes without Collins APS-65H
Autopilot System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-30-07 Page 207
Elevator Servo Magnetic Clutch - (All Airplanes without Collins APS-65H Autopilot
System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-30-07 Page 207
Elevator Electric Trim Tab Cable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-30-07 Page 208
Elevator Electric Trim Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-30-07 Page 209
ELEVATOR TRIM TAB INDICATOR - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . 27-30-08 Page 201
Elevator Trim Tab Indicator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-30-08 Page 201
ELEVATOR ELECTRIC TRIM - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . 27-30-09 Page 201
Elevator Electric Trim. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-30-09 Page 201
Manual Elevator Trim. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-30-09 Page 201
STALL WARNING SYSTEM - DESCRIPTION AND OPERATION. . . . . . . . . . . . . . . . . . . . . 27-31-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-31-00 Page 1
STALL WARNING SYSTEM - TROUBLESHOOTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-31-00 Page 101
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-31-00 Page 101
STALL WARNING SYSTEM - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . 27-31-00 Page 201
Lift Transducer Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-31-00 Page 201
Stall Warning Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-31-00 Page 201
Stall Warning System Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-31-00 Page 201
FLAPS - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-50-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-50-00 Page 1
FLAPS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-50-00 Page 201
Inboard Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-50-00 Page 201
Outboard Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-50-00 Page 203
Flap Roller Bracket. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-50-00 Page 205
FLAP CABLES - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-50-01 Page 201
FLap Drive Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-50-01 Page 201
FLAP TRACKS - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-50-02 Page 201
Flap Track. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-50-02 Page 201
BEECHCRAFT®
MAINTENANCE MANUAL
FLAP MOTOR AND GEARBOX - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . 27-50-03 Page 201

Flap Motor and Gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-50-03 Page 201
Flap Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-50-03 Page 202
Flap Flexible Drive Shaft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-50-03 Page 203
FLAP ACTUATORS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-50-04 Page 201
Outboard Flap Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-50-04 Page 201
Inboard Flap Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-50-04 Page 202
FLAP CONTROL RIGGING - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . 27-50-05 Page 201
Flap System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-50-05 Page 201
FLAP SAFETY SYSTEM - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-50-06 Page 201
Flap Safety Switch (Asymmetric) (Without Kit No. 114-5057 Installed) . . . . . . . . . . . 27-50-06 Page 201
Flap Safety Switch (Asymmetric) (With Kit No. 114-5057 Installed) . . . . . . . . . . . . . . 27-50-06 Page 201
Flap Safety Switch (Asymmetric) (UE-1 thru UE-427 without Kit No. 118-4013
Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-50-06 Page 203
Flap Safety Switch (Asymmetric) (UE-428 and After or with Kit No. 118-4013
Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-50-06 Page 204
Flap Safety Switch (Asymmetric) (with Kit No. 114-5057 Installed) . . . . . . . . . . . . . . . 27-50-06 Page 204
Flap Safety (Asymmetric) Switch Hub (Without Kit 129-5046 Installed) . . . . . . . . . . . 27-50-06 Page 206
FLAP POSITION SWITCH - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . 27-50-07 Page 201
Flap Position Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-50-07 Page 201
GUST LOCKS AND DAMPER - DESCRIPTION AND OPERATION. . . . . . . . . . . . . . . . . . . 27-70-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-70-00 Page 1
GUST LOCKS AND DAMPER - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . 27-70-00 Page 201
Gust Locks and Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-70-00 Page 201
Control Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-70-00 Page 201
BEECHCRAFT®
MAINTENANCE MANUAL
FLIGHT CONTROLS - GENERAL
1. General
All flight controls, with the exception of the flaps, are cable operated conventional surfaces which require
no power assistance for normal control by the pilot or copilot; however a downspring and bob weight are
incorporated into the elevator control system for improved stability. The flaps and the optional elevator
trim are electrically powered. An independent yaw damp/rudder boost system is installed on airplanes not
equipped with an autopilot. The autopilot is equipped with a self-contained yaw damp system.
All primary flight control surfaces are manually controlled through cable-pulley-bellcrank systems. Dual
controls are provided for operation by either the pilot or the copilot. The ailerons and elevators are
operated by conventional control wheels interconnected by a "T" shaped control column. Rudder pedals
are interconnected by a linkage below the crew compartment floor. Rudder bellcranks are adjustable
to two positions which move the rudder pedals approximately one inch forward or aft. Surface travel
stops and linkage adjustments are incorporated into each cable-pulley-bellcrank system. Coordinated
movements of the rudder and ailerons is provided by an aileron/rudder interconnect system to further
enhance flight handling characteristics.
Ailerons, elevators and rudder may be secured with control locks installed in the crew compartment when
the airplane is on the ground and out of service.
Two flaps installed on each wing are operated by an electric motor-driven gearbox mounted on the
forward side of the rear spar at the centerline of the airplane. The gearbox drives four flexible drive shafts,
each connected to an Acme thread-type jackscrew at each flap. A flap limit safety switch is provided to
disconnect power to the electric motor in the event of any type of failure which causes any flap to be 3° to
6° out of phase with the adjacent flap. The flaps are controlled by a lever mounted in the pedestal. Flap
lever detents are provided to select UP, 17.5° and DOWN flap positions. Wing flap position is shown
by an indicator located in the pedestal near the flap control lever. The indicator is controlled by a flap
position potentiometer which is actuated by the right inboard flap.
Trim tabs are installed on the left aileron, the rudder and each elevator. The tabs are manually controlled
by the pilot through drum-cable systems using jackscrew actuators. The tabs are driven by the actuators
through an adjustable double-clevis rod assembly capable of removing joint freeplay. Tab position
indicators are provided on the pedestal tab controls.
The optional electric motor-driven elevator trim tabs must be activated by turning on a master switch on
the pedestal console. Operation of the system is then controlled by switches on the outboard handle of
each control wheel. Electrical protection for the electric elevator trim control system is provided through
a 5 ampere circuit breaker located in the RH circuit breaker panel.
Positive stops on the primary flight control surfaces limit their travel, while traveling stops secured to the
cables limit trim tab movement. The Aileron Trim Tab Control System illustration in Chapter 27-10-05, the
Rudder Tab Control System illustration in Chapter 27-20-05 and the Elevator Trim Tab Control System
illustration in Chapter 27-30-04, show the proper method of safetying the aileron, rudder and elevator trim
tab cable stops to prevent their loosening and moving on cables. Because the cables are connected
together with turnbuckles, each cable has one left-hand and one right-hand threaded cable end. Proper
winding of the cables on the pedestal and actuator drums, is shown in the Aileron Trim Tab Control Cable
Winding illustration in Chapter 27-10-05 for aileron tabs, the Rudder Tab Control Cable Winding illustration
in Chapter 27-20-05 for rudder tabs and the Elevator Trim Tab Control Cable Winding illustration in Chapter
27-30-04 for elevator tabs, ensures against crossing the cables and causing improper trim tab movement.
Refer to the applicable rigging procedures for details regarding chain and cable tension, control wheel
movement and force, downspring force and systems friction.
27-00-00 Page 1
BEECHCRAFT®
MAINTENANCE MANUAL
The special tools listed in Table 1 (shown in Figures 1,2,3,4 and 5), and recommended materials listed
in Table 2 as meeting federal, military or supplier specifications are provided for reference only and
are not specifically prescribed by Textron Aviation Inc. Any product conforming to the specification
listed may be used. The products included in these Tables have been tested and approved for aviation
usage by Textron Aviation Inc., by the supplier, or by compliance with the applicable specifications.
Generic or locally manufactured products which conform to the requirements of the specification may
be used even though not included in the Tables. Only the basic number of each specification is listed.
No attempt has been made to update the listing to the latest revision. It is the responsibility of the
technician or mechanic to determine the current revision of the applicable specification prior to usage
of the product listed. This can be done by contacting the supplier of the product to be used.

1. Deleted moved
to Chapter
27-00-02
2. Deleted moved
to Chapter
27-00-02
3. Deleted moved
to Chapter
27-00-02
4. Deleted moved
to Chapter
27-00-02
5. Deleted moved
to Chapter
27-00-02
6. Deleted moved
to Chapter
27-00-02
7. Deleted moved
to Chapter
27-00-02
8. Trim Tab 45-135030-9/810 or local Textron Aviation Inc. Checking flight control
Freeplay Check manufacture per Figure 1 9709 E. Central, Wichita, trim tab freeplay.
Fixture in this section. KS 67201
9. Cable Obtain locally Checking and rigging
Tensiometer cable tension.
10. Voltmeter Fluke Model 8000A or Fluke Mfg. Co.Buffalo, Checking voltage.
8100A NY 14210
11. Push-pull Scale Obtain locally Checking control force.
12. Drill Motor (450 Obtain locally Burn in clutch.
rpm, max.)
13. Dial Indicator C8IQ Federal Products, Trim tab freeplay check
Providence, RI fixture.
14. Breakout Test SK100360 or fabricate Safe Flight Instrument Checking stall warning
Box in accordance with (Ref. Corp., White Plains, NY system.
Figure 2).
27-00-00 Page 2
BEECHCRAFT®
MAINTENANCE MANUAL
Table 1. SPECIAL TOOLS AND EQUIPMENT (continued)

15. Force Applicator 1952-100 Positioner Safe Flight Instrument Checking lift transducer.
(consists of the Corp., White Plains, NY
positioner and
the specified
gage which are
part of Kit No.
1952-( ).
1952-1 gage or 34263-1
gage 0.3 to 3.0 grams.
16. Test Fixture 101-524887/934 Textron Aviation Inc. Adjusting elevator
9709 E. Central, Wichita, magnetic clutch torque.
KS 67201
17. Test Tool 101-594887/935 Textron Aviation Inc. Adjusting elevator
9709 E. Central, Wichita, magnetic clutch torque.
KS 67201
18. Digital Protractor KS6005 or equivalent Kell-Strom, 214 Church Flight control system
Model 3600 St., Wethersfield, CT rigging.
06109, 800-851-6851
19. Back Screw, Dial BK-692 Federal Products Back screw for mounting
Indicator Providence, RI the dial indicator to the
trim tab freeplay check
fixture.
20. Flight Control Rig P/N 114-380069-0003 Rigging flight controls.
Pin (Elevator, or fabricate locally (Ref.
Aileron, Aft Figure 3)
Rudder)
21. Go/No-Go Scale Fabricate locally (Ref. Measure forward elevator
Figure 4) bellcrank stop bolt
clearance.
22. Flight Control Rig P/N 114-380069-0005 Rigging flight controls
Pin (Fwd Rudder or fabricate locally (Ref.
Bellcrank) Figure 5)
23. Flight Control P/N 114-380069-0007 Rigging flight controls.
Rig Pin (Rudder or fabricate locally (Ref.
Pedals) Figure 5)
24. Flight Control Rig P/N 114-380069-0001 Rigging flight controls.
Pin Set Set contains 2 ea. P/N
114-380069-0003, 1 ea.
P/N 114-380069-0005
and 1 ea. P/N
114-380069-0007.
25. Torque System P/N 101-000000/934 Textron Aviation Inc. Rudder Boost Transducer
Calibrator 9709 E. Central, Wichita, Check.
KS 67201
26. Torque System Model 2311 Barfield Instrument Corp. Rudder Boost Transducer
Pressure Tester 4101 NW 29th St., Miami, Check.
FL 33142
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NOTE:
Do not mix MIL-PRF-23827 Type I and Type II greases.
1. Grease MIL-PRF-23827 Type I Aeroshell Grease 33 Shell Oil Co., Shell Plaza,
P.O. Box 2463, Houston,
TX 77001
MIL-PRF-23827 Type II Aeroshell Grease 7 Shell Oil Co., Shell Plaza,
P.O. Box 2463, Houston,
TX 77001
2. Cleaning Solvent MIL-PRF-680 Type III Obtain Locally
3. Sealer AMS-S-8802 PRC Desoto 5454 San
Fernando Rd. Glendale,
CA
4. Corrosion MIL-PRF-16173Grade 2 Petrotect Grade 2 Pennsylvania Refining
Preventive Co., 1686 Lisbon Rd.,
Compound Cleveland, OH 44104
5. Retaining Loctite 680 Loctite Corp., 705
Compound W. Mountain Rd.,
Newington, CT 06111
6. Lubricant, MIL-PRF-32033 Brayco 300 Air BP Lubricants
Preservative Parsippany, NJ 07054
7. Lubricant Lubriplate 130A or Fiske Bros. Refining Co.,
Lubriplate Aero 129 Lockwood, Newark,
NJ 07105-4820
8. Solvent Methyl Propyl Ketone Obtain locally.
9. Filler Devcon 11760 Devcon Corp., 59
Endicott St., Danvers,
MA 01923
10. Filler Devcon WR-11410 Devcon Corp., 59
MA 01923
11. Anti Corrosion MIL-C-5541 Alodine 1200, 1200S or Amchem Products Inc.,
Treatment/ 1201 Ambler, PA 19002
Chemical
Conversion
Coating
12. Sealer AMS-S-8802 PR1440B1/2 PRC Desoto 5454 San
CA
13. Tedlar Tape 838 Tape 3M St. Paul, MN 55144
14. Naphtha TT-N-95 Type II Obtain locally.
15. Sealant Scotch Seal Weather 3M Engineered Adhesive
Ban 2084 Div. 3M Center St. Paul,
MN 55144
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Table 2. RECOMMENDED MATERIALS (continued)

16. Primer MIL-PRF-23377 Epoxy-Polyamide U.S. Paint Lacquer and
Chemical Co., St. Louis,
MO
17. Adhesive Epibond 104 Huntsman Advanced
Materials Americas, Inc.
5121 San Fernando
Road West Los Angeles,
CA 90039
18. Grease Molykote #33 Dow Corning S. Saginaw
Light Extreme Low Rd. Midland, MI 48641
Temperature or
Dow Corning #33
Light Extreme Low
Temperature
19. Thread lock Loctite 222 Henkel-Loctite Corp.
705 W. Mountain Rd.,
Newington, CT 06111
20. Sealer PR1435B1/2 Courtaulds Aerospace,
Inc. P.O. Box 18005454
San Fernando Road
Glendale, California
91209
21. Safety Wire MS20995C32 0.032 - Corrosion Obtain locally
Resistant
22. Solvent ASTM D4080 Acetone Obtain locally
23. Tape L-T-80B, MIL-T-23397B Aluminum Foil Tape Obtain locally
Amendment 2 Type II
(425 TAPE) or equivalent
24. Cheesecloth A-A-1491, CCC-C-440 or Cotton Cheesecloth Obtain locally
equivalent
25. Sealant Tape Av-dec Hi-Tak Tape Obtain locally
P/N HT3000XXX or
Dow Corning Gel Tec
Sealing Strips P/N
GT-1000-1-R25 or
equivalent.
B. Flight Control Electrical Components

The following illustrations (Ref. Figures 6, 7, 8, 9, 10, 11 and 12) depict typical electrical panels
used in this airplane. The actual location of components may vary slightly on each individual airplane
because of optional equipment. Large arrows have been placed on each illustration to aid in locating
the electrical components applicable to this chapter.
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Trim Tab Freeplay Check Fixture and Back Plate

Figure 1 (Sheet 1)
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Breakout Box
Figure 2 (Sheet 1)
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Flight Control Rig Pin

Figure 3 (Sheet 1)
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Go/No-Go Scale
Figure 4 (Sheet 1)
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Flight Control Rig Pins

Figure 5 (Sheet 1)
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Stall Warning Panel

Figure 6 (Sheet 1)
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Caution/Advisory Annunciator Panel (Typical)

Figure 7 (Sheet 1)
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Pedestal and Console Assembly (Typical)

Figure 8 (Sheet 1)
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RH Circuit Breaker Panel (UE-2 thru UE-53 and UE-55 thru UE-61) (Typical)
Figure 9 (Sheet 1)
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RH Circuit Breaker Panel (UE-54 and UE-62 thru UE-92) (Typical)

Figure 10 (Sheet 1)
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RH Circuit Breaker Panel (UE-93 and After) (Typical)

Figure 11 (Sheet 1)
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Lower Forward Cabin PC Board Relay Panel

Figure 12 (Sheet 1)
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CONTROL COLUMN BEARING SUPPORT - MAINTENANCE PRACTICES
1. Control Column Bearing Support

A. Inspection
(1) Remove access panel (121DBC), located aft of the nose wheel well. Refer to the Chapter 06-
50-00 FUSELAGE ACCESS PANELS illustration in the Airplane Access Panels - Description
and Operation section.
NOTE: If discrepancies are noted during this inspection, perform the CONTROL COLUMN
BEARING SUPPORT REPAIR procedure.
CAUTION: If the gap between the support arm (5) and the bearing support
(6) exceeds 0.020-inch and/or loose, working or missing rivets are
found, inspect adjacent attachment intercostal/keel (7) area for
deformation and cracks (Ref. Figure 201).
(2) Inspect left and right control column bearing supports (6) for loose, working or missing rivets.
(3) Check the gap between left and right support arm (5) and bearing support (6) to verify the gap
does not exceed 0.020-inch.
(4) If applicable, install the access panel.
B. Repair
This procedure should only be performed to correct discrepancies found in use or during a detailed
periodic inspection (Ref. Chapter 05-20-04).
WARNING: Whenever any part of this system is dismantled, adjusted, repaired

or replaced, a detailed investigation must be made on completion
to make sure that distortion, tools, rags, or any other loose
articles, or foreign matter that could impede the free movement
and safe operation of the system are not present, and the systems
and installation in the work area are clean.
(1) Remove all power from the airplane and disconnect the battery. Display warning notices
prohibiting reconnection of airplane electrical power.
(2) Remove the forward cabin partitions and any associated cabinetry (as required), if installed (Ref.
Chapter 25-20-02).
(3) Remove the flight compartment seats (Ref. Chapter 25-10-00).
(4) Remove the extrusion on the right side of the pedestal.
(5) Remove the control column boot and plates forward of the pedestal and on each side of the
pedestal.
(6) Remove the forward flight compartment floorboard panels and carpet (Ref. Chapter 25-10-01).
(7) Disconnect the link from the bob weight.
(8) Remove the access panel (121DBC), located aft of the nose wheel well. Refer to the Chapter
06-50-00 FUSELAGE ACCESS PANELS illustration in the Description and Operation section.
(9) Working through the access hole, disconnect the push-pull tube and if applicable, the pitch
change transducer rod end.
NOTE: Install suitable cable blocks forward of floor member at approximately FS 107 prior
to disconnecting the aileron control column cables.
(10) Disconnect the aileron control column cables.

(11) Remove the left and right taper pins (12) from the aft side of the universal joint (11) and
disconnect the torque tubes (1) (Ref. Figure 201).
NOTE: The radio panel in the center of the instrument panel may need to be removed
for clearance (Ref. Chapter 31-10-00).
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(12) Remove the control column mounting bolts (8). Raise the control column (10) and support in
place using a dowel rod inserted into the lower tube (support arm cross member just forward of
the bearing supports).
(13) Carefully remove rivets and remove the bearing supports (6) (Ref. Model 1900 Airliner Series
Structural Repair Manual, Chapter 51-40-02).
(14) Inspect the bearing supports (6) and the support arm (5) for damage. Inspect for damage in the
adjacent area and ensure that the proper edge margin for the bearing support and support arm
is maintained.
(15) If necessary drill the support arm and bearing support attach holes to 0.159 to 0.164-inch
diameter.
NOTE: It is recommended that the bearing support attach rivets be installed with the
manufactured (resultant) head of the rivet on the inboard side of the support arm.
(16) Attach each bearing support (6) to the support arm (5) on the control column with 6 CR3213-5
Cherry Max rivets or MS20470AD5 solid rivets (Ref. Model 1900 Airliner Series Structural Repair
Manual, Chapter 51-40-02).
(17) Ensure the gap between the bearing support (6) and the support arm (5) does not exceed 0.020-
inch.
NOTE: The maximum unshimmed total gap between the bearing supports (6) and the
adjacent attachment intercostal/keels (7) measured prior to bolt installation is
not to exceed 0.156-inch. Shim as required with washers (NAS1149F0516P,
NAS1149F0532P, NAS1149F0563P, AN960-516, or AN960-516L) between the
bearing supports and the adjacent attachment intercostals/keels to reduce the total
gap to a maximum of 0.030-inch (0.015-inch maximum per side). Shim equally on
each side of the control column. It is acceptable to substitute bolts up to two grip
lengths longer as required to allow washers to be added while maintaining at least 1
1/2 thread protrusion through the nut.
It is recommended that control column mounting bolts be installed with the bolt head
on the outside of the attachment intercostal/keel and the nut on the inside of the
support arm.
(18) Carefully lower the control column into place and insert mount bolts into the left and right
attachment intercostal/keel and the adjacent bearing support.
(19) Position the control column to either the left, or right side until the bearing support touches the
adjacent attachment (intercostal/keel). On the same side, install the washer (9) and nut (3) on
the mounting bolt (8) and torque 50 to 65 inch-pounds.
(20) On the opposite side measure the resultant gap between the bearing and adjacent attachment
intercostal/keel.
NOTE: A total gap of 0.030-inch maximum (0.015-inch per side) between the bearing
supports (6) and adjacent attachment intercostal/keel (7) is acceptable. It is
acceptable to reduce gaps of less than 0.030-inch if desired, provided the total
interference fit does not exceed 0.020-inch (0.010-inch per side).
A total gap of between 0.030 and 0.156-inch must be reduced by installing washers
as shims. Use either NAS1149F0516P, NAS1149F0532P, NAS1149F0563P,
AN960-516, or AN960-516L washers as shims. The washers on each side of the
column must be of equal thickness, and must reduce the gap of each side to
0.015-inch or less. No more than two washers of any thickness may be installed per
side. The total interference fit is not to exceed 0.020-inch (0.10-inch per side).
If the gap exceeds 0.156-inch call Textron Aviation Inc. Technical Support for assessment.
(21) Shim equally as required to achieve a maximum gap of 0.030-inch. Ensure bolts are of suitable
grip length to obtain a proper fit. Install bolt(s) (8), washer(s) (2) and nut(s) (3) and torque 50 to
65 inch-pounds.
(22) Install cotter pins (4).
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CAUTION: Excessive driving of the taper pin can cause cracks in the tubing. A
lightweight rawhide or nylon mallet should be used to set the taper
pin when it is installed.
(23) Install taper pins (12), taper pin washers (2) and nuts (3) to secure the torque tubes (1) to the
universal joints (11). Ensure that the small end of the taper pin is at least flush with, but not more
than 0.06-inch above the surface of the universal joint and torque 15 to 20 inch-pounds.
(24) Install cotter pins (4).
(25) Connect the aileron control column cables and remove cable blocks forward of floor member at
approximately FS 107.
(26) Connect the push-pull tube and if applicable, the pitch change transducer rod end.
(27) Connect the link to the bob weight.
(28) Perform AILERON CONTROL SYSTEM RIGGING procedure (Ref. 27-10-03). Rig any other
systems disturbed during accomplishment of this repair in accordance with the applicable
Chapter of this maintenance manual.
(29) Install the boot and plates forward of the pedestal and on each side of the pedestal.
(30) Install the extrusion on the right side of the pedestal.
(31) Install the forward cabin partitions and any associated cabinetry (Ref. Chapter 25-20-02).
(32) Install the flight compartment seats (Ref. Chapter 25-10-00).
(33) Install the forward flight compartment floorboard panels and carpet (Ref. Chapter 25-10-01).
(34) Install the access panel (121DBC) located aft of the nose wheel well. Refer to the Chapter
06-50-00 FUSELAGE ACCESS PANELS illustration in the Airplane Access Panels - Description
and Operation section.
(35) If applicable, install the radio panel in the center of the instrument panel (Ref. Chapter 31-10-00).
(36) Connect the battery and remove warning notices prohibiting reconnection of airplane electrical
power.
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Control Column Bearing Support Repair

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TRAVEL BOARD - MAINTENANCE PRACTICES
1. Procedures
A. Travel Boards
Travel boards are used to aid in rigging of the primary and secondary control surfaces. A list of Textron
Aviation Inc. approved travel boards are found in Table 201.
Travel boards for the primary control surfaces are constructed of aluminum with phenolic or nylon
locating stops to set the travel board on the control surface. Once these stops are located on the
surface, zero position and surface limits can be read on the respective boards.
Travel boards for the secondary surfaces (trim tabs) are made from stainless steel. These "wedge"
style travel boards are designed to nest on the primary control surface adjacent to the trim tab. The
trim tab zero position and the trim tab surface limits can be read on the respective boards.
TOOL NAME PART NO. REVISION SUPPLIER USE

1. Aileron 118-130000-3/810-1 D or Later Textron Aviation Measure aileron
Travel Inc. 9709 E. control system.
Board* Central, Wichita,
Alternate: KS 67201
Ref. Item 8.
2. Aileron 118-130000-1/810-2 None or Later Textron Aviation Measure aileron
Trim Tab Inc. 9709 E. trim tab control
Travel Central, Wichita, system.
Board* KS 67201
3. Rudder 114-630000-1/807-1 A1 or Later Textron Aviation Measure rudder
Travel Inc. 9709 E. control system
KS 67201
4. Rudder 130-630000-1/810 A2 or Later Textron Aviation Measure rudder
Trim Tab Inc. 9709 E. trim tab control
Travel Central, Wichita, system
Board* KS 67201
5. Elevator 101-610000-1/807-2 C or Later Textron Aviation Measure elevator
Travel Inc. 9709 E. control systems.
Alternate: KS 67201
Ref. Item 8.
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Table 201. SPECIAL TOOLS AND EQUIPMENT (continued)

TOOL NAME PART NO. REVISION SUPPLIER USE
6. Elevator 130-610000-87/810 A or Later Textron Aviation Measure elevator
Trim Tab and 130-610000-88/ Inc. 9709 E. trim tab control
Travel 810 Central, Wichita, systems.
Board* KS 67201
7. Flap Travel 118-521046-1/810 E1 or Later Textron Aviation Measure flap
Board* Inc. 9709 E. control system
Central, Wichita,
KS 67201
8. Universal TE-100TB Universal 2/11/03 Textron Aviation Measure flight
Travel Travel Board Inc. 9709 E. control system.
Board Central, Wichita, Refer to Table 202
KS 67201 for data on use
of this item. Use
Digital Protractor
with this travel
board
* The following list of travel boards have been reidentified to those listed in Table 1, Chapter 27-00-00,
but are approved: D810-1 118-130000-3 (Aileron), D810-2 118-130000-1 (Aileron Trim Tab), D807
1114-630000-1 (Rudder), D810 130-630000-1 (Rudder Trim Tab), D807-2 101-610000-1 (Elevator),
D810 130-610000-87/-88 (Elevator Trim Tab), D810 118-521046-1/-2 (Flap)
B. Reading a Travel Board
To obtain accurate travel board readings, place a straight edge against the travel board parallel to the
degree markings and align the top corner of the straight edge with the center of the control surface
trailing edge (Ref. Figure 216).
C. Universal Travel Board
The Universal Travel Board (8, Table 201) is an adjustable tool designed to find the zero position of
various control surfaces. Refer to Table 202 and the Universal Travel Board manual P/N 98-32928E
or subsequent.
NOTE: Calibration required. Refer to the Universal Travel Board Manual P/N 98-32928E or
subsequent, for information on using and calibrating the travel board with Required
settings shown below. The Universal Travel Board must be calibrated annually.
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Table 202. Universal Travel Board Placement
SURFACE LOCATION SPARS SETTINGS (INCHES) COMMENTS

A1 A2 A3
AILERON WS 276.010 N 13 3/4 ± 1/32 14 ± 1/32 4 27/32 ± Digital
(Ref. Note 1) 1/32 Protractor
can be used
to level
both control
wheels.
ELEVATOR 1st rib N 10 1/2 ± 1/32 8 1/4 ± 1/32 5 1/2 ± 1/32
outboard
from trim tab
cutout, HSS
50.00 (Ref.
Note 2)
NOTE 1 : Locate A2 leg 1.25 inches forward of the upper aft wing skin edge at the aileron cove at WS
276.010. The horizontal beam should be perpendicular to the forward spar. WS 276.010 is located 13.1
inches outboard of the centerline of the aileron central hinge at the rear spar.
NOTE 2 : Locate A2 leg 1.25 inches forward of the upper aft horizontal stabilizer skin edge at the elevator
cove at HSS 50.00. The horizontal beam should be in line with the rivets at HSS 50.00.
D. Aileron Travel Board Installation

The Aileron Travel Board (1, Table 201) is mounted on top of the wing and is used to measure the
travel of the aileron through its full range (Ref. Figure 201). This procedure defines the installation of
the Aileron Travel Board at WS 276.010.
(1) Determine WS 276.010 on the trailing edge by measuring 13.1 inches outboard from the center
line of the middle hinge (5) along the rear spar (4) and mark the location.
(2) Determine WS 276.010 on the forward spar by measuring 52.8 inches inboard from the inboard
edge of the light dam (1) on the center of the forward spar (2) and mark the location.
NOTE: One travel board may be used and moved from one side to the other.
(3) Place the Aileron Travel Board (6) at WS 276.010 (±0.25 inch) on the top of the wing centered
on the locations identified in Steps (1) and (2).
(4) Ensure all stops (3) contact the wing surface.
E. Aileron Trim Tab Travel Board Installation
The Aileron Trim Tab Travel Board (2, Table 201) is mounted on the aileron. The Aileron Trim Tab
Travel Board is used to measure the travel of the aileron trim tab through its full range (Ref. Figure
202).
(1) Position the Aileron Trim Tab Travel Board (4) on the aileron (1) within 0.25 inch of the aileron
trim tab cut out (2) on the aileron (1).
(2) Ensure the aileron trim tab travel board (4) fits tightly on the aileron (1) and the trailing edge of
the aileron (1) is within 0.25 inch of the stop (5) on the aileron trim tab travel board (4).
(3) Verify that the 0° reading on the Aileron Trim Tab Travel Board (4) is aligned with the trailing
edge of the aileron (1).
Due to variances in the aileron surface, it may be difficult to align zero on the travel board to
the aileron trailing edge. It is permissible to install the trim tab travel board onto the aileron trim
tab facing outboard (readings would be upside down). Refer to the ALTERNATE AILERON TAB
INSTALLATION procedure in this section.
F. Alternate Aileron Trim Tab Travel Board Installation
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The Aileron Trim Tab Travel Board (2, Table 201) is mounted on the aileron trim tab facing outboard
(readings will be upside down). The travel board will move with the aileron trim tab and readings will
come from the aileron trailing edge. The Aileron Trim Tab Travel Board is used to measure the travel
of the aileron trim tab through its full range (Ref. Figure 203).
(1) Position the Aileron Trim Tab Travel Board (4) on the aileron trim tab (3) within 0.25 inch of the
aileron trim tab outboard edge (2).
(2) Ensure the aileron trim tab travel board (4) fits tightly on the aileron trim tab (3) and the trailing
edge of the aileron trim tab (3) is within 0.25 inch of the stop (5) on the Aileron Trim Tab Travel
Board (4).
(3) Verify that the 0° reading on the Aileron Trim Tab Travel Board (4) is aligned with the trailing
edge of the aileron trim tab (3).
G. Rudder Travel Board Installation
The Rudder Travel Board (3, Table 201) is mounted on the right side of the vertical stabilizer using
existing bolt holes for the VOR/LOC antenna (Ref. Figure 204). It is used to measure the travel of the
rudder through its full range.
(1) Remove the VOR/LOC antenna from the right side of the vertical stabilizer (5) (Ref. Chapter
23-10-00, ANTENNA REMOVAL).
(2) Using a stiff plastic scraper, remove the old sealant until the antenna mounting area is flush and
smooth with the surface skin.
(3) Install the Rudder Travel Board mounting angle (4), with three bolts (5), using the three antenna
mounting holes (Ref. Figure 204).
(4) With assistance, install the rudder travel board (2) (3, Table 201) on the mounting angle (4) with
adjustment bolts (6). Do not tighten bolts (6).
(5) Adjust the rudder travel board (2) to the contour of the vertical stabilizer (1).
(6) Ensure all stops (3) contact the vertical stabilizer (1) surface. Tighten the four bolts (6) on the
rudder travel board (2).
NOTE: If all stops do not contact the vertical stabilizer (1) surface, contact Textron Aviation
Customer Service for consultation 1.844-448-9828 or 316-517-5800.
H. Rudder Travel Board Removal
(1) With assistance, remove adjustment bolts (6) and rudder travel board (2) (3, Table 201) from the
mounting angle (4) (Ref. Figure 204).
(2) Remove the mounting angle (4) from the vertical stabilizer (1).
(3) Install the VOR/LOC antenna on the right side of the vertical stabilizer (1) (Ref. Chapter 23-10-
00, ANTENNA INSTALLATION).
I. Rudder Trim Tab Travel Board Installation
The rudder trim tab travel board (4, Table 201) is mounted on the rudder (Ref. Figure 205). The
rudder trim tab travel board is used to measure the travel of the rudder trim tab through its full range.
(1) Position the rudder trim tab travel board (2) on the rudder (1) within 0.25 inch above the rudder
trim tab cut out (5).
(2) Ensure the rudder trim tab travel board (2) fits tightly on the rudder (1) and the trailing edge of
the rudder (1) is within 0.12 inch of the end of the cut out (3) on the rudder trim tab travel board
(2).
(3) Verify that the 0° reading on the rudder trim tab travel board (2) is aligned with the trailing edge
of the rudder (1).
J. Elevator Travel Board Installation at HSS 50.00
The elevator travel board (5 and 8, Table 201) is mounted on the top of the horizontal stabilizer and
is used to measure the travel of the elevator through its full range (Ref. Figure 206). This procedure
defines the installation for the elevator travel board that is designed for HSS 50.00.
(1) Locate the rivet line at Horizontal Stabilizer Station (HSS) 50.00 (1) (Ref. Chapter 6-30-00,
AIRPLANE STATIONS - DESCRIPTION AND OPERATION).
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Aileron Travel Board Installation

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Aileron Trim Tab Travel Board Installation

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Aileron Trim Tab Travel Board Alternate Installation

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Rudder Travel Board Installation

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Rudder Trim Tab Travel Board Installation

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(2) Mark the location of the center line of the rivets at HSS 50.00 (1) (Ref. Figure 206).
(3) Position the center line of the elevator travel board (2) over the rivet center line at HSS 50.00 (1).
(4) Ensure all stops (4) contact the horizontal stabilizer (3) surface.
NOTE: Ensure that the stop locations are clearly marked to ensure that the readings are
consistent when moving the travel board from one side to the other.
(5) Mark the location of the stops (4) on the horizontal stabilizer (3).
K. Elevator Trim Tab Travel Board Installation
The elevator trim tab travel boards (one left and one right) (6, Table 201) is mounted on the elevator
(Ref. Figure 207). The elevator trim tab travel board is used to measure the travel of the elevator trim
tab through its full range.
(1) Position the elevator trim tab travel board (1) on the elevator (2) between the elevator trim tab
(3) and the drain hole grommet (4). The elevator trim tab travel board (1) must be within 0.25
inch of the elevator trim tab cut out (6).
(2) Ensure the elevator trim tab travel board (1) fits tightly on the elevator (2) and the trailing edge
of the elevator (2) is within 0.10 inch of the end of the cut out (5) on the elevator trim tab travel
board (1).
(3) Verify that the 0° reading on the elevator trim tab travel board (1) is aligned with the trailing edge
of the elevator (2).
L. Flap Travel Board Installation
The flap travel board (7, Table 201) is mounted on the top of the wing and is used to measure the
travel of the inboard flaps through their full range (Ref. Figures 208, 209 and 210).
(1) Determine WS 60.52 on the trailing edge wing skin by measuring 14.02 inches outboard from
the center line of the inboard flap, inboard flap track (2), along the trailing edge of the wing skin
(3). Mark the location to identify WS 60.52 (Ref. Figure 208).
(2) Determine WS 60.52 on the main spar using the following Steps (Ref. Figure 209):
(a) For the right side , locate the line of screws (4) at approximately 29 inches outboard from
the fuselage (5). Measure from the center of the line of screws (4) 0.50 inch inboard and
mark the location.
(b) For the left side , locate the line of screws (4) approximately 28 inches outboard from the
fuselage (5). Measure from the center of the of line of screws (4) 0.50 inch outboard and
mark the location.
(3) Starting from WS 60.52, position the flap travel board (8) by moving it until the mounting brackets
(9) align with the first set of screw holes closest to WS 60.52 along the main spar (3) (maximum
0.5 inch). Verify that the aft edge of the travel board (7) is moved the same distance as the
forward edge of the travel board (10).
(4) Mark the new location of the Flap Travel Board (8) as noted in Step (3).
(5) If wing access panels 611AT and 511AT (Ref. Chapter 06-50-00, WING ACCESS PANELS -
TOP SURFACE) are not installed proceed to Step (6). If panels (611AT and 511AT) are installed,
perform the following Steps:
(a) Remove the screws from wing access panels 611AT and 511AT that align with the screws
holes identified in Step (3).
NOTE: Do not over tighten the retaining screws in the mounting brackets. Over
tightening will not allow aft stop to seat.
Do not use spacer plate (6) when wing panel is installed.
Tolerance build-up of the wing access panels 611AT and 511AT may cause the
forward stop not to seat. In this case, remove wing access panels 611AT
and 511AT and proceed to Step (6).
(b) Secure the Flap Travel Board (8) with the retaining screws (1). Proceed to Step (7).
(6) If wing access panels 611AT and 511ATare not installed perform the following Steps (Ref. Figure
210):
(a) Position the spacer plate (4) between the mounting bracket (5) and main spar (6).
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(b) Place the travel board mounting bracket (5) on the spacer plate (4).
NOTE: Do not over tighten the retaining screws in the mounting brackets. Over
tightening will not allow aft stop to seat.
(c) Secure the Flap Travel Board (1) with the retaining screws (3) that align screw holes
identified in Step (3). Proceed to Step (7).
(7) Ensure that all stops (2) are seated on the wing surface.
2. Travel Board Certification

Travel boards are certified for 24 months or ten uses whichever occurs later from the date of original
certification, and are required to be recertified every 24 months or 10 uses, whichever occurs later,
thereafter. The following certification requirements are intended for Textron Aviation Inc. approved
travel boards only (Ref. Table 201).
Once travel boards are certified, it is the responsibility of the owner/operator to keep proper records of
certification and subsequent recertification. If a travel board encounters a "catastrophic event" (i.e.
dropped or damaged in such a way that could affect the measurements), it is required that the travel
board be recertified immediately.
These procedures are intended for Textron Aviation Inc. approved travel boards only and are not to
be used for fabricating travel boards.
A. Recommended Materials/Equipment for Certification*
(1) Surface Table.
(2) Height Gage.
(3) 12" Knee Blocks.
(4) Clamps (to hold down boards).
(5) Adjustable Parallel bar.
(6) Gage Blocks.
(7) Stable Drawing Material (Mylar).
(8) Drawing Tools (ruler, compass, protractor).
* Equivalent equipment is allowed as long as the certification requirements are met.
B. Certification Set-Up Procedures
Various methods can be used for verifying the dimensional requirements of the travel boards. The
following methods may be used and have been demonstrated for accuracy for in-service airplanes.
C. Aileron, Elevator and Rudder
(1) Method 1
(a) Establish a reference line by marking the center of the forward stop (Dimension "C") and
the zero degree mark (graduation) on the travel board (Ref. Figures 211, 212 and 213).
(b) Make all subsequent measurements from the established reference line or the forward stop
location as applicable.
(2) Method 2
(a) Using a stable medium (Mylar), fabricate an inspection aid by drawing the dimensions
shown on the respective certification procedures (Ref. Figures 211, 212 and 213).
(b) From the hinge points, mark all applicable graduations.
(c) Using a flat surface and spacers, lay the travel board onto the inspection aid.
NOTE: Dimensions of the inspection aid shall be verified before each use.
D. Aileron Trim Tab, Rudder Trim Tab and Elevator Trim Tabs
(1) Using a stable medium (Mylar), fabricate an inspection aid by drawing the dimensions shown on
the respective certification procedures (Ref. Figure 214).
(2) From the hinge points, mark all applicable graduations.
(3) Using a flat surface and spacers, lay the travel board onto the inspection aid.
NOTE: Dimensions on the inspection aid shall be verified before each use.
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Flap Travel Board Installation

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Flap Travel Board Installation (With Panels Installed)

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E. Flap
(1) Method 1
(a) Draw a reference line approximately the length of the flap travel board (Ref. Figure 215).
(b) Mark a line the distance the forward stop is above the reference line (Dimension "A").
(c) Locate the flap travel board such that the "A" dimensions on the forward stop and the
reference line crosses the zero degree mark on the travel board.
(d) Make all subsequent measurements from the reference line or forward spar reference mark
as applicable.
(2) Method 2
(a) Using a stable medium (Mylar), fabricate an inspection aid by drawing the dimensions
shown on the respective certification procedures (Ref. Figure 215).
(b) From the hinge points, mark all applicable graduations.
(c) Using a flat surface and spacers, lay the travel board onto the inspection aid.
NOTE: Dimensions on the inspection aid shall be verified before each use.
F. Travel Board Rework
Rework is only allowed in areas specifically designated in the certification procedures and figures.
Any rework shall be documented in the tool records.
G. Aileron Travel Board Certification (1, Table 201)
Requirements
(1) Board to be flat with a permanent set not exceeding 0.125 inch along the length of the board.
(2) All stops are in good condition, do not show excessive wear and are securely attached.
(3) General condition:
(a) Identification.
(b) Graduation marks are legible.
(c) Other discrepancies noted.
(4) Dimensional Requirements (Ref. Table 203 and Figure 211).
NOTE: The center of the forward locator (stop) is 0.090 inch below the reference line.
(5) Verify the location and that the following minimum graduation marks exist:
(a) Trailing edge up: 0.5°,23°, 24°, 25°, 26°.
(b) Trailing edge down: 16°, 17°, 18°, 19°.
(c) Zero degrees.
Table 203. Aileron Travel Board Dimensions
Dimension Nominal (in.) Tolerance (in.)

A 3.445 ±
0.010
B 2.435 ±
0.010
C 13.435 ±
0.030
D 29.435 ±
0.030
E (Reference) 37.435 N/A
F (E+R) 47.435 ±
0.060
G 0.090 N/A
R 10.00 ±
0.060
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H. Rudder Travel Board Certification (3, Table 201)

Requirements
(a) Identification.
(d) Attachment hardware is present and in good condition.
(a) Trailing edge left: 25°, 26°.
(b) Trailing edge right: 25°, 26°.
(c) Zero degrees.
(6) Rework information: Permissible to rework the four holes (or slots) in the adjustment handle to
allow locating stops to rest against the vertical stabilizer as required.
Table 204. Rudder Travel Board Dimensions

A 4.980 ±
0.010
B 4.120 ±
0.010
C 11.010 ±
0.030
D 35.450 ±
0.030
F (E+R) 71.72 ±
0.080
R 27.40 ±
0.080
I. Elevator Travel Board Certification (5, Table 201)

Requirements
(a) Identification.
(a) Trailing edge up: 20°, 21°.
(b) Trailing edge down: 7°,14°, 15°.
(c) Zero degrees.
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Table 205. Elevator Travel Board Dimensions

A 1.970 ±
0.010
B 1.885 ±
0.010
C 6.075 ±
0.030
D 25.240 ±
0.030
F (E+R) 46.475 ±
0.060
R 14.50 ±
0.060
J. Aileron Trim Tab, Rudder Trim Tab and Elevator Trim Tab Travel Board Certification (2, 4 and 6, Table
201)
Requirements
(a) Identification.
(3) Rework information:
(a) All tab travel boards: Permissible to replace loose rivets as long as dimensional
requirements are maintained.
(b) Elevator tab travel board: Permissible to trim rubber pad and angle to clear the drain
grommet (scupper) on the lower surface of the elevator.
Table 206. Aileron Trim Tab, Rudder Trim Tab and Elevator Trim Tab Travel Board Dimensions
Tab A Value (in.) B Value (in.) Tolerance (in.) Minimum

Graduations
Marks Required*
Aileron 0.500 3.419 ± Up: 16.5°, 15°,
0.015 13.5°Down: 16.5°,
15°, 13.5°Zero
Degrees
Rudder 0.676 5.426 ± Up: 16.5°, 15°, 5°,
0.015 3° Down: 16.5°,
15°, 5°, 3°Zero
Degrees
Elevator 0.357 3.663 ± Up: 6°, 5.5°, 3.5°,
0.015 2°, 1° Down: 17.5°,
16.5°, 5.5°, 3.5°
Zero Degrees
*Half degree increments are not required if the whole degree marks are adjacent (i.e. if 16° and 17° exist,
16.5° is not required).
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Aileron Travel Board Arrangement

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Rudder Travel Board Arrangement

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Elevator Travel Board Arrangement

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K. Flap Travel Board Certification (7, Table 201)

Requirements
(a) Identification.
(d) Attachment hardware is present and in good condition.
(5) Verify the that the following minimum graduation marks exist:
(a) Trailing edge down: 0.5°, 1°, 1.5°, 2°, 9°, 10°, 11°, 16.5°, 17°, 17.5°, 18°, 18.5°, 19°, 20°,
20.5°, 21°, 33°, 34°, 35°, 36°
(b) Zero degrees.
(6) Rework information: Permissible to rework the adjustment angle to allow the two locating stops
to contact the wing surface. This can be done by slotting the angle, milling the lower portion of
the adjustment angle (side touching the wing) or using smaller diameter (# 10) bolts.
Table 207. Flap Travel Board Dimensions

A 10.373 ±
0.010
B 5.688 ±
0.010
C 1.541 ±
0.060
D 37.113 ±
0.060
F 61.253 ±
0.060
G 10.443 ±
0.030
H (10°) 3.466 ±
0.030
J (20°) 6.291 ±
0.030
K (35°) 9.986 ±
0.030
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Aileron Trim Tab and Rudder Trim Tab Travel Board Arrangement
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Flap Travel Board Arrangement

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Reading a Travel Board

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AILERON SYSTEM - MAINTENANCE PRACTICES
1. Aileron
A. Removal
The aileron is operated by an arm on the aileron bellcrank located at the inboard end of each aileron.
The arm is connected through a tapered pin to a hinged yoke mounted in the aileron just inboard of
the inboard aileron hinge.
Only the left aileron incorporates an aileron trim tab. The aileron trim tab push-pull rods connect
directly to the actuator mounted on the aft side of the rear spar.
CAUTION: If a FA2100 Flight Data Recorder System is installed on this airplane,

perform the LINK ASSEMBLY removal portion of the AILERON
SURFACE POSITION SYNCHRO TRANSMITTER (SENSOR)
REMOVAL procedure. Refer to Chapter 31-31-13 in the MODEL 1900D
AIRLINER FLIGHT DATA RECORDER (FA2100) MAINTENANCE
MANUAL SUPPLEMENT, 129-590000-109.
(1) Install a red tag to the pilots control wheel with the words "Do not Operate, Maintenance in
Progress".
(2) Perform STATIC DISCHARGER REMOVAL procedure (Ref. Chapter 23-60-00) on the aileron
to be removed.
NOTE: Do not disturb the adjustment of the push-pull rods.
(3) On the LH aileron, remove the bolts, washers and nuts connecting the underside of the aileron
trim tab to the push-pull rods from the aileron trim tab actuator. The double-clevis ends on the
trim tab actuator push-pull rods are designed to tighten the outer clevis with a binding action
against the clevis bolt and the inner clevis, which removes freeplay of the bolt in the hole. Loosen
the outer clevis first (the larger nut) before removing the clevis bolt.
(4) Remove screws (7), washers (8) and nuts (10) attaching the bonding jumpers (11) to the aileron
at the outboard, middle and inboard hinge points (Ref. Figure 201).
(5) While providing support at each end of the aileron, remove safety wire, bolt (5) and washer (4)
securing the inboard hinge bracket on the wing.
(6) Remove six screws (9) attaching the aileron (6) to the middle hinge clevis (16).
(7) Remove four screws (9) attaching the aileron (6) to the outboard hinge clevis (16).
(8) Remove the aileron (6) from the wing, taking care not to cause damage while disengaging the
yoke tapered pin (14) on either aileron (6), or while removing the trim tab actuator push-pull rods
from the LH aileron and trim tab assembly.
B. Installation
NOTE: Any repair, modification, painting or replacement of the aileron or aileron trim tab requires
balancing (Ref. Chapter 57-60-00).
(1) Inspect the aileron trim tab actuator push-pull rods for safety wire as shown in View A-A and B-B
of Figure 202. Install if not found.
(2) Prepare the area where the bonding jumpers attach for electrical bonding (Ref. Chapter 20-03-
00, METAL SURFACE PREPARATION).
(3) Lightly lubricate yoke tapered pin (14) and the bellcrank arm bearing (13) with grease (1, Table
2, 27-00-00) (Ref. Figure 201, Detail E).
(4) On the LH aileron, carefully guide the aileron trim tab push-pull rods through the aileron.
NOTE: On the inboard aileron hinge fitting the hat portion of the bushing (3) does not rest
against the fitting (2). The extra grip length bushing is used intentionally to avoid
aileron hinge bearing becoming pinched if hinge bolt is over-torqued (Ref. Figure
201, View E).
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(5) With assistance, align the aileron with the middle and outboard hinge clevises (16) and the
inboard hinge bracket on the wing, engage the tapered pin (14) into the bellcrank arm bearing
(13).
(6) Loosely install six screws (9) securing the aileron (6) to the middle hinge clevis (16).
(7) Loosely install four screws (9) securing the aileron (6) to the outboard hinge clevis (16).
(8) Align and install the bolt (5) and washer (4) securing the inboard hinge to the wing. Safety wire
bolt (5).
(9) Tighten screws (9) at the outboard and middle hinge points.
(10) Attach bonding jumpers (11) to the aileron at the inboard, middle and outboard hinge points
using screws (7), washers (8) and nuts (10).
(11) Install 0.032 inch diameter safety wire (6) through the push-pull rods as shown (Ref. Figure 202,
View C-C).
WARNING: Any time the aileron trim tab push-pull rods are installed or
adjusted, the inspection holes near the ends of the rods must
be checked to ascertain that the threads of the end fittings are
visible.
(12) On the left-hand aileron, align the aileron trim tab double-clevis ends with the trim tab control
horns and install the bolts, washers, nuts and cotter pins. Tighten the clevis jam nuts.
NOTE: The double-clevis ends on the trim tab actuator push-pull rods are designed to
tighten the outer clevis with a binding action against the clevis bolt and the inner
clevis, which removes freeplay of the bolt in the hole. Install the clevis bolt and
tighten the large jam nut on the outer clevis.
With the flaps fully retracted and the aileron in the neutral position, the clearances noted
in Figure 203 must be maintained. The gaps between the aileron and the outboard
flap and between the aileron and the winglet should be constant within ± 0.06 inch
from the leading edge to the trailing edge. These dimensions do not apply to the
lower forward area between the aileron and the outboard flap where the aileron
tapers outboard.
(13) Remove the red tag from the pilot's control wheel.
(14) Perform the AILERON FUNCTIONAL CHECK procedure (Ref. 27-10-03).
(15) Perform the AILERON TRIM TAB FUNCTIONAL CHECK procedure (Ref. 27-10-07).
(16) Perform the AILERON FREEPLAY CHECK procedure in this section.
NOTE: If a FA2100 Flight Data Recorder System is installed on this airplane, perform
the LINK ASSEMBLY installation portion of the AILERON SURFACE POSITION
SYNCHRO TRANSMITTER (SENSOR) INSTALLATION procedure. Refer to
Chapter 31-31-13 in the MODEL 1900D AIRLINER FLIGHT DATA RECORDER
(FA2100) MAINTENANCE MANUAL SUPPLEMENT, 129-590000-109.
(17) Perform STATIC DISCHARGE INSTALLATION procedure (Ref. Chapter 23-60-00).

C. Freeplay Check
NOTE: Movement or jarring of the airplane will invalidate the aileron freeplay readings. The
airplane should be hangared and no personnel in or on the airplane during the freeplay
check.
(1) Remove the passenger seat(s) as required (Ref. Chapter 25-20-00, SEAT REMOVAL).
(2) Remove the carpet as required (Ref. Chapter 25-20-01, CARPET REMOVAL AND
INSTALLATION).
(3) Remove the cabin floorboard 161BT (Ref. Chapter 06-50-00, CABIN FLOORBOARD PANELS).
(4) Install rig pin (1) (20, Table 1, 27-00-00) through the aileron quadrant support bracket (2) and
the aileron quadrant (3) (Ref. Figure 204).
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Aileron Trim Tab Actuator Safety Wiring

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Aileron Clearances
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(5) Perform the AILERON TRAVEL BOARD INSTALLATION procedure (Ref. 27-00-02).
(6) Visually inspect the aileron for any damage, for integrity of the hinge attach points, and for
tightness of the actuating system.
(7) Apply a small piece of masking tape (for paint protection) one inch forward of the aileron trailing
edge just left or right of the aileron travel board (6). This will be the point of pressure against the
aileron (3) by the push-pull scale (Ref. Figure 205).
(8) Apply another piece of masking tape in the corresponding position on the bottom surface of the
aileron (3) for the same purpose.
(9) Attach a scale (8) or dial indicator (1) to the aileron travel board (6) so the up and down movement
can be measured at the aileron (3) trailing edge.
(10) If using the dial indicator (1) perform the following Steps:
(a) Position the dial indicator (1) so the stem (2) is 0.50 inch from the trailing edge of the aileron
(3) and is depressed 0.10 inch when in contact with the aileron (3) surface. Turn the rotating
face of the dial indicator (1) to zero. Do not reset during the checking procedure.
(b) With a push-pull scale (11, Table 1, 27-00-00) against the top of the aileron (3), apply 4
pounds of downward load. Record the dial reading.
(c) Apply a 4 pound upward load on the bottom surface of the aileron (3). Record the dial
reading.
(11) If using the scale (8) perform the following Steps:
(a) Attach the scale (8) to the aileron travel board (6) with strips of tape (7).
(b) With a push-pull scale (11, Table 1, 27-00-00) against the top of the aileron (3), apply 4
pounds of downward load. Record the scale reading.
(c) Apply a 4 pound upward load on the bottom surface of the aileron (3). Record the scale
reading.
NOTE: The maximum freeplay travel limit is the total difference between the dial reading
of Steps (10) and (11).
(12) The maximum freeplay travel limit is 0.06 inch. Excess movement must be corrected.
(13) Perform Steps (5) through (12) for the opposite aileron.
(14) If freeplay limits are exceeded, inspect all components for cracks and wear. Repair or replace
as required.
(15) Remove rig pin (1) from the aileron quadrant (3) (Ref. Figure 204).
(16) Install the cabin floorboard 161BT (Ref. Chapter 06-50-00, CABIN FLOORBOARD PANELS).
(17) Install the carpet as required (Ref. Chapter 25-20-01, CARPET REMOVAL AND
INSTALLATION).
(18) Install the passenger seat(s) as required (Ref. Chapter 25-20-00, SEAT INSTALLATION).
(19) Remove the aileron travel board.
2. Aileron Ground Adjustable Trim Tab

A. Adjustment
NOTE: If wing heavy condition cannot be corrected using this procedure alone the FLAP
ADJUSTMENT TO CORRECT A WING HEAVY CONDITION procedure (Ref. 27-50-05)
may be used in conjunction with this procedure.
(1) Perform the AILERON FUNCTIONAL CHECK procedure to ensure proper aileron system
operation prior to performing the following procedure (Ref. 27-10-03).
(2) Perform the FLAP SYSTEM FUNCTIONAL CHECK procedure to ensure proper flap alignment
prior to performing the following procedure (Ref. 27-50-05).
NOTE: The aileron ground adjustable trim tab is located on the right aileron only and is
used to correct aileron load with the aileron trim set to zero (Ref. Figure 206).
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(3) The line of rivets on the trailing edge of the aileron should be stabilized while the bendable
trim tab is being adjusted. This will reduce the risk of bending the aileron trailing edge out of
symmetry as well as causing paint to crack. A shop aid used to stabilize the trailing edge can
be built by performing the following Steps:
(a) Figure 207 shows a top and bottom rivet brace that fits over the rivet line and are clamped
by toggle pliers. Fabricate both rivet braces by cutting two iron bars to the dimensions
shown in Figure 207. The top and bottom rivet braces are identical in form.
(b) Obtain two pair of toggle pliers and weld the lower jaw of each pliers to a corresponding
cut out in one of the rivet braces as shown in Figure 208 sheet 1. The rivet brace must
be oriented with the slot facing up and the aft surface facing the pliers (Ref. Figure 208
sheets 1 thru 3).
(c) Drill out and tap the ends of the toggle pliers upper jaws to accept a three inch bolt with a
stop nut (Ref. Figure 208, Sheet 1).
(d) Obtain two swivel fittings then drill and tap the fittings to accept the three inch bolts. Weld
each of the swivel fittings to the cut outs in the remaining rivet brace (Ref. Figure 209).
The swivel fittings must be able to rotate freely within the cut outs such that they can be
screwed onto the bolts to make contact with the upper jaw ends. Use the stop nut to keep
the bolt from turning as the swivel fitting is torqued onto the jaw ends.
(e) Surfaces of the shop aid that come in contact with the aileron should be covered with duct
tape to prevent abrasion of rivet heads and paint.
(4) Secure the shop aid to the line of rivets that fasten the ground adjustable aileron trim tab to the
right aileron (Ref. Figure 210).
NOTE: Do not bend the Ground Adjustable Aileron Trim Tab more than 30° up or down.
(5) Use a modified hand seamer (Ref. Figure 211) to bend the ground adjustable aileron trim tab to
correct aileron load imbalance (Ref. Figure 212).
(6) Perform flight test.
(7) Repeat Steps (4) thru (6) as necessary until aileron load is equal during flight with aileron trim
set approximately to zero.
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Ground Adjustable Trim Tab

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Top and Bottom Rivet Braces

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Bottom Rivet Brace Attachment to Toggle Pliers


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Top Rivet Brace Attachment to Toggle Pliers

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Stabilize the Aileron Trailing Edge

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Hand Seamer
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Bend Aileron Ground Adjustable Trim Tab Using Hand Seamer

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CONTROL WHEEL - MAINTENANCE PRACTICES
1. Control Wheel
A. Removal
NOTE: This procedure is typical for both the pilot's and copilot's control wheel.
(1) Disconnect subpanel connector (3) at subpanel (2) (Ref. Figure 201).
(2) Remove faceplate (4) from control wheel (1) by removing the screws (5).
(3) If the control wheel has the optional digital or analog clock faceplate installed, perform the
following Step:
(a) Disconnect the electrical connector (6) from the optional clock faceplate (4).
(4) Remove the three attaching nuts (8), washers (9) and screws (7) securing the control wheel to
the control column (10).
B. Installation
NOTE: This procedure is typical for both the pilot's and copilot's control wheel.
(1) Position the control wheel (1) on the control column (10) and install screws (7), washers (9) and
nuts (8) (Ref. Figure 201).
(2) If the control wheel has the optional digital or analog clock faceplate installed, perform the
following Step:
(a) Connect the electrical connector (6) to the optional clock faceplate (4).
(3) Position faceplate (4) on control wheel (1) and secure with screws (5).
(4) Connect subpanel connector (3) at subpanel (2).
2. Control Column Cable

A. Removal
(1) Disconnect the aileron cables from the control column cable at the turnbuckles.
(2) Paint one tooth on each of the control column actuating sprockets and its corresponding chain
link to ensure proper alignment of the control wheels at installation of the chain.
(3) Loosen the cable turnbuckle in the center of the control column horizontal cross member, remove
the cable retaining pins, unsafety the chain from the sprockets and remove the control column
cable and chain assembly.
B. Installation
NOTE: If a used cable is installed, the cable should be dipped in corrosion preventive compound
(4, Table 2, 27-00-00). Excess should be removed by wiping with a clean rag.
(1) Place the control column cable and chain assembly on the cross member of the control column
with the painted links of the chains engaging the corresponding painted sprocket teeth. Install
the cable retaining pins and safety wire the chain to the sprocket.
(2) Connect the aileron cables at the turnbuckles on the control column.
NOTE: The interior of all turnbuckles should be coated or filled with grease (1, Table 2,
27-00-00) for corrosion protection.
(3) Perform AILERON CONTROL SYSTEM RIGGING procedure (Ref. 27-10-03).
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Control Wheel Installation

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AILERON CABLES - MAINTENANCE PRACTICES
1. Aileron Fuselage Cable

A. Removal
(1) Remove the forward bottom fuselage access panel 121DBC aft of the nose landing gear wheel
well (Ref. Chapter 6-50-00, FUSELAGE ACCESS PANELS).
(2) Attach a red tag to the control wheels with the words "Do Not Operate, Maintenance In Progress".
(3) Remove the pilot's seat (Ref. Chapter 25-10-00, SEAT REMOVAL).
(4) Remove the flight compartment carpet as required to access flight compartment floorboard panel
121CT(Ref. Chapter 25-10-01, CARPET REMOVAL AND INSTALLATION).
(5) Remove the control column boot located forward of the pedestal.
(6) Remove the control panels from the pedestal to gain access to the aileron fuselage cables. Refer
to the applicable maintenance procedure.
(7) Remove flight compartment floorboard panel 121CT (Ref. Chapter 6-50-00, FLIGHT
COMPARTMENT FLOORBOARD PANELS).
(8) Remove the passenger seats as required to access cabin floorboard panels 131AT, 141AT,
151AT, 161AT, 161BT and 163BTC (Ref. Chapter 25-20-00, SEAT REMOVAL).
(9) Remove passenger compartment carpet as required to access cabin floorboard panels 131AT,
141AT, 151AT, 161AT, 161BT and 163BTC (Ref. Chapter 25-20-01, CARPET REMOVAL AND
INSTALLATION).
(10) Remove the center aisle spar aft ramp.
(11) Remove cabin floorboard panels 131AT, 141AT, 151AT, 161AT, 161BT and 163BTC (Ref.
Chapter 6-50-00, CABIN FLOORBOARD PANELS).
(12) Perform the AILERON/RUDDER INTERCONNECT SPRING DISCONNECTION procedure
(Ref. 27-10-08).
(13) If equipped, identify, tag and disconnect the Supplemental Type Certificate (STC) Flight Data
Recorder (FDR) sensor bridle clamp located on the aileron fuselage cable between the main
and rear wing spars. Refer to the STC holders instructions.
NOTE: Each turnbuckle (4 and 5) barrel has a groove (7) at one end to identify the left-hand
threaded end (Ref. Figure 202).
(14) Remove safety clips (6) from turnbuckles (4 and 5).

(15) Attach a tag with the words "left-hand threads terminal end" to the lower end of the left turnbuckle
(5).
(16) Disconnect the left-hand threads terminal end (3) from the left turnbuckle (5) and attach a feed
line to the terminal end. Label the feed line with the words "left-hand threads terminal end".
(17) Attach a tag with the words "right-hand threads terminal end" to the lower end of the right
turnbuckle (4).
(18) Disconnect the right-hand threads terminal end (2) from the right turnbuckle (4) and attach a feed
line to the terminal end. Label the feed line with the words "right-hand threads terminal end".
(19) Disconnect the aileron fuselage cable locking plates on the aileron quadrant (Ref. Figure 201,
Detail D).
(20) Remove the cable guard pins from aileron fuselage cable pulley brackets. Refer to Figure 201
for general location of the pulleys.
(21) Remove pulley at FS 145 to allow cable terminal end to pass.
NOTE: If cable is to be reused, take care to keep the cable clean and free from damage.
Coil cable loosely no tighter than a 19 inch diameter.
(22) With assistance, feed the aileron cables through the pulleys and pull the cables through the
access openings at the aileron quadrant.
(23) Detach the feed lines from the aileron fuselage cable terminal ends leaving the feed lines in
place.
B. Installation
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WARNING: Perform all Steps of this procedure, in the order listed. Do not skip
any Steps of this procedure. Failure to do so may result in injury
to personnel and damage to equipment.
CAUTION: Where the cables pass through structure, the areas of possible contact
between the control cables and adjacent structure must be protected
with protective elements such as grommets, rub strips, blocks or guide
fairings. Where contact of control cables does occur with the protective
elements, a force no greater than eight (8) ounces shall be required to
move the cable to a position of no contact. At no time should flight control
cables contact metal structure with the protective elements removed.
(1) If used cable is installed, clean cable with solvent (2, Table 2, 27-00-00) and check for corrosion
and damage. Replace if necessary. Dip in corrosion preventive compound (4, Table 2, 27-00-
00). Excess should be removed by wiping with a clean rag.
(2) Attach a tag labeled "left-hand threads terminal end" to the aileron fuselage cable left-hand
threads terminal end.
(3) Attach a tag labeled "right-hand threads terminal end" to the aileron fuselage cable right-hand
(4) Attach the right-hand threads terminal end to the feed line labeled "right-hand threads terminal
end".
(5) Attach the left-hand threads terminal end to the feed line labeled "left-hand threads terminal
end".
NOTE: More than one person will be required to route the aileron fuselage cable. Take
precautions to keep the cable clean and free from damage.
(6) Route the cables through the fuselage as follows:
NOTE: It is permissible to install cable guard pins as the cable is being routed.
(a) From the aileron quadrant route cable (7) left-hand thread, through the left-hand pulley at
FS 285 (Ref. Figure 201).
(b) Route cable (7) through the left-hand pulley at FS 271.
(c) Route cable (7) through the left-hand pulley at FS 145.
(d) Route cable (7) through the left-hand pulley at FS 123.
(e) Route cable (7) through the left-hand pulley at FS 105.
(f) From the aileron quadrant route cable (8) right-hand thread, through the right-hand pulley
at FS 292.
(g) Route cable (8) through the right-hand pulley at FS 271.
(h) Route cable (8) through the right-hand pulley at FS 185.
(i) Route cable (8) through the right-hand pulley at FS 160.
(j) Route cable (8) through the right-hand pulley at FS 127.
(k) Route cable (8) through the right-hand pulley at FS 105.
(l) Install pulley at FS 145.
(m) Install cable guard pins in the pulley brackets.
CAUTION: Do not over torque the cable locking plate attachment screws
or damage to the quadrant may occur. Maximum torque will
not exceed 15 inch-pounds.
(n) Connect the cables to the aileron quadrant by installing the cable locking plates and
attachment screws. Safety wire the screws with 0.032-inch diameter safety wire.
(7) Lubricate turnbuckles (4 and 5) with grease (1, Table 2, 27-00-00) for corrosion protection prior
to installation (Ref. Figure 202).
(8) Remove feed line, and attach the left-hand threads terminal end (3) to the left turnbuckle (5).
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(9) Remove feed line, and attach the right-hand threads terminal end (2) to the right turnbuckle (4).
(10) Tension the aileron fuselage cables sufficient to prevent slack.
(11) Ensure that the fuselage cables are routed properly by verifying that the cables have been routed
exactly as described in Step (6). Ensure the cables are engaged in the pulley grooves and all
guard pins are installed.
(12) Remove all tape from the cables and turnbuckles.
(13) Visually check to ensure that aileron travel responds properly to the control wheel movement by
performing the following:
(a) Move pilot's control wheel counterclockwise to the left position and make sure that the left
aileron moves to the up position and the right aileron moves to the down position smoothly
(b) Move pilot's control wheel clockwise to the right position and make sure that the left aileron
moves to the down position and the right aileron moves to the up position smoothly with
no unusual noise or binding.
(c) Repeat Steps (13) (a) and (13) (b) using the copilot's control wheel.
(14) Perform the AILERON CONTROL SYSTEM RIGGING procedure (Ref. 27-10-03).
(15) Perform the AILERON/RUDDER INTERCONNECT SPRING CONNECTION procedure (Ref.
27-10-08).
(16) Ensure safety clips are installed on all turnbuckles.
(17) Install the Supplemental Type Certificate (STC) Flight Data Recorder (FDR) sensor bridle clamp,
if equipped. Refer to the STC holders instructions for installation and calibration.
(18) Install cabin floorboard panels 131AT, 141AT, 151AT, 161AT, 161BT and 163BTC (Ref. Chapter
6-50-00, CABIN FLOORBOARD PANELS).
(19) Install the center aisle spar aft ramp.
(20) Install passenger compartment carpet (Ref. Chapter 25-20-01, CARPET REMOVAL AND
INSTALLATION).
(21) Install the passenger seats (Ref. Chapter 25-20-00, SEAT REMOVAL).
(22) Install flight compartment floorboard panel 121CT (Ref. Chapter 6-50-00, FLIGHT
(23) Install the control column boot located forward of the pedestal.
(24) Install the control panels removed from the pedestal.
(25) Install the flight compartment carpet (Ref. Chapter 25-10-01, CARPET REMOVAL AND
INSTALLATION).
(26) Install the pilot's seat (Ref. Chapter 25-10-00, SEAT INSTALLATION).
(27) Remove the red tag from the control wheels.
(28) Install the forward bottom fuselage access panel 121DBC aft of the nose landing gear wheel
well (Ref. Chapter 6-50-00, FUSELAGE ACCESS PANELS).
2. Aileron Wing Outboard Cable

A. Removal
(1) Connect external electrical power to the airplane.
(2) Select the BATT switch to the ON position.
(3) Select the EXT PWR switch to the EXT PWR position.
(4) Lower flaps to the full down position.
(5) Select the EXT PWR switch to the OFF position.
(6) Select the BATT switch to the OFF position.
(7) Disconnect external electrical power from the airplane.
(8) Attach red tags to the control wheels and the flap lever with the words "Do Not Operate,
(9) Remove passenger seats as required to access cabin floorboard panels 161BT, 162BT and
163BTC (Ref. Chapter 25-20-00, SEAT REMOVAL).
(10) Remove passenger compartment carpet as required to access cabin floorboard panels 161BT,
162BT and 163BTC (Ref. Chapter 25-20-01, CARPET REMOVAL AND INSTALLATION).
(12) Remove cabin floorboard panels 161BT, 162BT and 163 BTC (Ref. Chapter 6-50-00, CABIN
FLOORBOARD PANELS).
(Ref. 27-10-08).
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(14) Perform the AILERON REMOVAL procedure (Ref. 27-10-00).

(15) Remove the four cove panels and the two bellcrank covers from the wings at the inboard end of
the ailerons.
(16) Remove the lower wing access panels 512BB, 512DB, 512FB, 512HB, 512JB, 532HB and 532IB
(left wing) or 612BB, 612DB, 612FB, 612HB, 612JB, 632HB and 632IB (right wing) as required
(Ref. Chapter 6-50-00, WING ACCESS PANELS-LOWER SURFACE).
NOTE: The aileron wing cables from the aileron quadrant to the turnbuckles and from the
turnbuckles to the outboard bellcranks are not interchangeable. Each cable should
be identified for correct location prior to removal.
Each turnbuckle (1 and 6) barrel has a groove (5) at one end to identify the left-hand
(17) Move aileron wing cables to ensure easy access to the turnbuckles thru the wing access panels.
(18) Install cable blocks (5 or 9) on the aileron wing inboard cables (4, 6 or 7, 8) to prevent loss of
cable tension (Ref. Figure 203).
(19) Remove safety clips (2) from both turnbuckles (1 and 6) (Ref. Figure 204).
(20) Attach a tag with the words "outboard cable left-hand threads terminal end" to the outboard end
of the aft turnbuckle (6).
(21) Disconnect the left-hand threads terminal end (4) from the aft turnbuckle (6) and attach a feed
(22) Attach a tag with the words "outboard cable right-hand threads terminal end" to the outboard
end of the forward turnbuckle (1).
(23) Disconnect the right-hand threads terminal end (3) from the forward turnbuckle (1) and attach
a feed line to the terminal end. Label the feed line with the words "right-hand threads terminal
end".
NOTE: The cable guard pins for the pulleys at WS 150 are installed head down and cotter
pinned.
(24) Remove the cable guard pins from pulley brackets.

(25) Cut safety wire (8) (Ref. Figure 205).
(26) Remove bolt and washer (6) and remove the bellcrank (5).
(27) Pull the cables through the access openings at the outboard wing bellcrank.
(28) Detach the feed lines from the aileron wing outboard cable terminal ends leaving the feed lines
in place.
(29) Cut the safety wire (2) and drive out the two roll pins (1) from the bellcrank (5). Remove the
cable ball (3) and cable from the bellcrank (5).
B. Installation
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to personnel and damage to equipment.The aileron wing outboard
cable ball (3) "IS NOT" in the center. It is possible to incorrectly
wrap the cable on the aileron wing bellcrank (5). The short end
(left-hand thread terminal end) wraps over the top of the bellcrank
(5) and the long end (right-hand thread terminal end) wraps under
the bottom of the bellcrank (5) (Ref. Figure 205).
(2) Install the aileron outboard cable on the bellcrank as follows:
(a) Locate the short side (left-hand threads terminal end) (11) and wrap it over the top of the
bellcrank (5) (Ref. Figure 205).
(b) Place the cable ball (3) in the cable ball slot (10) in the bellcrank (5).
(c) Install two roll pins (1) into the holes in the bellcrank (5).
(d) Install 0.032-inch diameter safety wire (2).
(3) Install the bellcrank (5) with bolt and washer (6).
(4) Torque bolt (6) from 50 to 70 inch-pounds and safety wire with 0.032 safety wire (8).
(5) Attach a tag labeled "left-hand threads terminal end" to the aileron outboard wing cable left-hand
(6) Attach a tag labeled "right-hand threads terminal end" to the aileron outboard wing cable right-
hand threads terminal end.
end" (Ref. Figure 204).
end".
NOTE: More than one person may be required to route the aileron wing cable. Take
(9) Route the cables through the wing as follows:
(a) From the aileron bellcrank route cable (5 or 10) right-hand thread terminal end, through
the pulley at WS 193 (Ref. Figure 201).
NOTE: The cable guard pins for the pulleys at WS 150 are installed head down and
cotter pinned.
(b) Route cable (5 or 10) through the bottom pulley at WS 150.

(c) Route cable (5 or 10) through the bottom pulley at WS 127.
(d) Route cable (5 or 10) through the wing and wheel well to the forward turnbuckle at WS 75.
(e) From the aileron bellcrank route cable (1 or 4) left-hand thread terminal end, through the
top pulley at WS 150.
(f) Route cable (1 or 4) through the top pulley at WS 127.
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(g) Route cable (1 or 4) through the wing and wheel well to the aft turnbuckle at WS 85.
(h) Install cable guard pins in the pulley brackets.
(10) Lubricate turnbuckles with grease (1, Table 2, 27-00-00) for corrosion protection prior to
installation.
(11) Remove feed line, and attach the left-hand threads terminal end (4) to the aft turnbuckle (6) (Ref.
Figure 204).
(12) Remove feed line, and attach the right-hand threads terminal end (3) to the forward turnbuckle
(1).
(13) Tighten the turnbuckles (1 and 6) to tension the aileron wing cables.
(14) Remove the cable blocks (5 or 9) from the aileron wing inboard cables (4, 6 or 7, 8) (Ref. Figure
203).
(15) Ensure that the aileron wing outboard cables are routed properly by verifying that the cable has
been routed exactly as described in Step (9). Ensure cables are engaged in the pulley grooves
and all guard pins are installed.
(17) Visually check to ensure that aileron wing bellcranks travel responds properly to the control
wheel movement by performing the following.
(a) Move pilot's control wheel counterclockwise to the left position and make sure that the
left and right wing aileron bellcranks rotate clockwise smoothly with no unusual noise or
binding.
(b) Move pilot's control wheel clockwise to the right position and make sure that the left and
right wing aileron bellcranks rotate counterclockwise smoothly with no unusual noise or
binding.
(18) Install the two aileron bellcrank covers and the four cove panels on the wing trailing edges.
(19) Perform the AILERON INSTALLATION procedure (Ref. 27-10-00).
27-10-08).
(22) Ensure safety clips are installed on all turnbuckles.
(23) Install cabin floorboard panels 161BT, 162BT and 163BTC (Ref. Chapter 6-50-00, CABIN
FLOORBOARD PANELS).
INSTALLATION).
(26) Install passenger seats (Ref. Chapter 25-20-00, SEAT INSTALLATION).
(27) Install lower wing access panels 512BB, 512DB, 512FB, 512HB, 512JB, 532HB, 532IB, (left
wing) or 612BB, 612DB, 612FB, 612HB, 612JB, 632HB and 632IB (right wing) (Ref. Chapter
6-50-00, WING ACCESS PANELS-LOWER SURFACE).
(28) Remove the red tag from the control wheels and the flap lever.
3. Aileron Wing Inboard Cable

A. Removal
(1) Attach a red tag to the control wheels with the words "Do Not Operate, Maintenance In Progress".
(2) Remove passenger seats as required to access cabin floorboard panels 161BT, 162BT and
(3) Remove passenger compartment carpet as required to access cabin floorboard panels 161BT,
(5) Remove cabin floorboard panels 161BT, 162BT and 163BTC (Ref. Chapter 6-50-00, CABIN
FLOORBOARD PANELS).
(6) Remove the lower wing access panels 512BB, 512DB, 512FB, 512HB, 512JB (left wing) or
612BB, 612DB, 612FB, 612HB, 612JB (right wing) as required (Ref. Chapter 6-50-00, WING
ACCESS PANELS-LOWER SURFACE).
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(Ref. 27-10-08).
NOTE: The aileron cables from the aileron quadrant to the turnbuckles and from the
turnbuckles to the outboard bellcranks are not interchangeable. Each cable should
be identified for correct location prior to removal.
Each turnbuckle (1 and 6) barrel has a groove (5) at one end to identify the left-hand
(8) Move aileron wing cables to ensure easy access to the turnbuckles thru the wing access panels.
(9) Install cable blocks (2 or 12) on the wing outboard cables to prevent loss of cable tension (Ref.
Figure 203).
(10) Remove safety clips (2) from both turnbuckles (1 and 6).
(11) Attach a tag with the words "inboard cable left-hand threads terminal end" to the inboard end of
the forward turnbuckle (1).
(12) Disconnect the left-hand threads terminal end (8) from the forward turnbuckle (1) and attach a
feed line to the terminal end. Label the feed line with the words "left-hand threads terminal end".
(13) Attach a tag with the words "inboard cable right-hand threads terminal end" to the inboard end
of the aft turnbuckle (6).
(14) Disconnect the right-hand threads terminal end (7) from the aft turnbuckle (6) and attach a feed
(15) Disconnect the aileron wing cable locking plates on the aileron quadrant just forward of the rear
spar (Ref. Figure 201).
(16) Remove the cable guard pins from pulley brackets and remove pressure seals from the fuselage.
Refer to Figure 201 for general location of the pulleys.
(17) Right wing only; remove pulleys at WS 26 to allow cable terminal ends to pass.
(18) With assistance, pull the cables through the access opening at the aileron quadrant in the
fuselage.
(19) Detach the feed lines from the aileron wing inboard cable terminal ends leaving the feed lines
in place.
(20) Right wing only, if cables are to be replaced, remove the aileron/rudder interconnect cable
clamps (Ref. 27-10-08, Figure 203).
B. Installation
(2) Attach a tag labeled "left-hand threads terminal end" to the aileron wing inboard cable left-hand
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(3) Attach a tag labeled "right-hand threads terminal end" to the aileron wing inboard cable right-
hand threads terminal end.
end" (Ref. Figure 204).
end".
NOTE: More than one person will be required to route the aileron wing cable. Take
It is permissible to install cable guard pins as the cable is being routed.
(6) Route the cables through the wing and fuselage as follows:
(a) From the aileron quadrant route cable (6 or 9) left-hand thread, through the forward pulley
at WS 26 (Ref. Figure 201).
NOTE: When routing the cable through the pressure seal hole ensure the cable
passes through the pressure seal retainer (13).
(b) Route cable (6 or 9) through the pressure seal hole at BL 27.

(c) Route cable (6 or 9) through the wing to the forward turnbuckle at WS 75.
(d) From the aileron quadrant route cable (2 or 3) right-hand thread, through the aft pulley at
WS 26.
NOTE: When routing the cable through the pressure seal hole ensure the cable
passes through the pressure seal retainer (13).
(e) Route cable (2 or 3) through the pressure seal hole at BL 27.

(f) Route cable (2 or 3) through the wing to the aft turnbuckle at WS 85.
(g) Right wing only; install pulleys at WS 26.
or damage to the quadrant may occur. Maximum torque will
not exceed 15 inch-pounds.
(h) Connect the cables to the aileron quadrant by installing the cable locking plates and
attachment screws. Safety wire the screws with 0.032-inch diameter safety wire.
(i) Install cable guard pins in the pulley brackets.
installation.
(8) Remove feed line, and attach the left-hand threads terminal end (8) to the forward turnbuckle
(9) Remove feed line, and attach the right-hand threads terminal end (7) to the aft turnbuckle (6).
(10) Tension the aileron wing inboard cable sufficient to prevent slack.
(11) Remove cable blocks (2 or 12) from the wing outboard cables (Ref. Figure 203).
(12) Ensure that the aileron wing inboard cables are routed properly by verifying that the cables have
been routed exactly as described in Step (6). Ensure the cables are engaged in the pulley
grooves and all guard pins are installed.
(14) Lubricate the aileron wing inboard cable to one inch beyond the length of travel through the
pressure seal with grease (1, Table 2, 27-00-00).
(15) Fill the cable pressure seal with grease (1, Table 2, 27-00-00), and install the seal in the hole at
BL 27 and seal with sealant (12, Table 2, 27-00-00).
performing the following.
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(18) Right side only; if cables were replaced, install aileron/rudder interconnect cable clamps on the
new cables (Ref. 27-10-08, Figure 203).
27-10-08).
(20) Perform the AILERON/RUDDER INTERCONNECT SYSTEM RIGGING CHECK procedure
(Ref. 27-10-08).
(21) Ensure all turnbuckles have safety clips installed.
(22) Install cabin floorboard panels 161BT, 162BT and 163BTC (Ref. Chapter 6-50-00, CABIN
FLOORBOARD PANELS).
INSTALLATION).
(25) Install passenger seats (Ref. Chapter 25-20-00, SEAT INSTALLATION).
(26) Install lower wing access panels 512BB, 512DB, 512FB, 512HB, 512JB (left wing) or 612BB,
612DB, 612FB, 612HB and 612JB (right wing) (Ref. Chapter 6-50-00, WING ACCESS PANELS-
LOWER SURFACE).
(27) Remove the red tag from the control wheels.
4. Aileron Bellcrank Assembly
NOTE: The AILERON YOKE ASSEMBLY and the AILERON BELLCRANK ASSEMBLY may be
checked at the same interval to satisfy the inspection requirements outlined in Chapter 5.
A. Removal and Inspection
(2) Remove the four cove panels and the two bellcrank covers from the wings at the inboard end of
the ailerons as required.
(3) Remove the lower wing access panels 512BB, 512DB, 512FB, 512HB, 512JB (left wing) or
612BB, 612DB, 612FB, 612HB, 612JB (right wing) as required (Ref. Chapter 6-50-00, WING
ACCESS PANELS-LOWER SURFACE).
(4) Install cable blocks (5 or 9) on the aileron wing inboard cables (4 and 6) or (7 and 8) to prevent
loss of cable tension (Ref. Figure 203).
(5) Remove safety clips (2) from turnbuckles (1 and 6) (Ref. Figure 204).
(6) Loosen turnbuckles (1 and 6) to relieve outboard cable tension.
(7) Cut safety wire (8) and remove bolt and washer (6) (Ref. Figure 205).
NOTE: The bellcrank will still be attached to the aileron wing outboard cable.
(8) Remove bellcrank (5) from aft wing area.

(9) Check the bearing (9) in the bellcrank arm for shifting, corrosion, smoothness of rotation and
ability to pivot.
(10) Check the bearings (13) in the bellcrank (5) for shifting, corrosion and smoothness of rotation.
(11) Inspect pulleys, brackets and hardware for wear.
(12) If replacement or repairs are required, perform the following Steps:
(a) Cut safety wire (2) and drive out roll pins (1).
(b) Remove bellcrank (5) from the outboard cable.
NOTE: Bearings should be staked if replaced. Inspect bearings for looseness and
smoothness of rotation after installation.
(13) Replace or repair damaged bearings, and/or pulleys, brackets and hardware as required.
B. Installation
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WARNING: The aileron wing outboard cable ball (3) "IS NOT" in the center. It is
possible to incorrectly wrap the cable on the aileron wing bellcrank
(5). The short end (left-hand thread terminal end) wraps over the
top of the bellcrank (5) and the long end (right-hand thread terminal
end) wraps under the bottom of the bellcrank (5) (Ref. Figure 205).
(1) Install the aileron outboard cable on the bellcrank as follows:
(a) Locate the short side (left-hand threads terminal end) (11) and wrap it over the top of the
(b) Place the cable ball (3) in the cable ball slot (10) in the bellcrank (5).
(c) Install two roll pins (1) into the holes in the bellcrank (5).
(d) Install 0.032-inch diameter safety wire (2).
(2) Install the bellcrank (5) with bolt and washer (6).
(3) Torque bolt (6) from 50 to 70 inch-pounds and safety wire with 0.032 safety wire (8).
(4) Tighten the turnbuckles (1 and 6) to tension the aileron wing cables (Ref. Figure 204).
(5) Remove the cable blocks (5 or 9) from the aileron wing inboard cables (4, 6 or 7, 8) (Ref. Figure
203).
(6) Visually check to ensure that aileron wing bellcranks travel responds properly to the control
wheel movement by performing the following:
(a) Move pilot's control wheel counterclockwise to the left position and make sure that the
left and right wing aileron bellcranks rotate clockwise smoothly with no unusual noise or
binding.
(b) Move pilot's control wheel clockwise to the right position and make sure that the left and
right wing aileron bellcranks rotate counterclockwise smoothly with no unusual noise or
binding.
(7) Install the four cove panels and the two bellcrank covers from the wings at the inboard end of
the ailerons.
(10) Ensure safety clips (2) are installed on all turnbuckles (1 and 6) (Ref. Figure 204).
(11) Install the lower wing access panels 512BB, 512DB, 512FB, 512HB, 512JB (left wing) or 612BB,
612DB, 612FB, 612HB, 612JB (right wing) (Ref. Chapter 6-50-00, WING ACCESS PANELS-
LOWER SURFACE).
5. Aileron Yoke Assembly
NOTE: The AILERON YOKE ASSEMBLY and the AILERON BELLCRANK ASSEMBLY may be
checked at the same interval to satisfy the inspection requirements outlined in Chapter 5.
A. Checks
(2) Move the yoke assembly side to side to check bearings (4 and 7) for corrosion, looseness and
smoothness of rotation. If bearings need to be replaced, perform AILERON-YOKE BEARING
REMOVAL and AILERON-YOKE BEARING INSTALLATION procedure (Ref. Figure 206 or 207).
(3) Measure the diameter of the taper pin (12) in the area that engages the bellcrank bearing.
Measure the inside diameter of the bearing. The inside diameter of the bearing minus the
diameter of the taper pin should not exceed 0.005 inch. If the difference exceeds 0.005 inch,
it must be determined which part(s) needs to be replaced by comparing the existing part
dimensions to new part dimensions. A new pin measures 0.3742 / 0.3737 inch diameter in the
area that engages into the bellcrank bearing. A new bearing inside diameter measures 0.3750
/ 0.3745 inch. It is permissible to allow these parts to wear beyond the new part tolerances;
however, the 0.005 inch difference between the two diameters should not be exceeded.
(4) If taper pin needs to be replaced, perform AILERON-YOKE TAPER PIN REMOVAL and
AILERON-YOKE TAPER PIN INSTALLATION procedure in this section.
B. Removal
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(2) On the forward inboard end of the aileron, remove the plugs to obtain access to the aileron yoke
assembly (Ref. Figure 206 or 207).
(3) Remove cotter pin (11), nut (10), washer (9) and bolt (1) from the yoke assembly.
(4) Remove yoke assembly from the aileron.
(5) Remove bushings (2) and (8) from the fitting assembly.
C. Installation
NOTE: On airplanes UE-1 thru UE-44, install the lower bushing (8) with the flange on the outside
of the fitting assembly (Ref. Figure 206). On airplanes UE-45 and after and UE-1 thru
UE-44 that have Service Bulletin 2489 modifications, install the lower bushing (8) with the
flange on the inside of the fitting assembly (Ref. Figure 207).
(1) Install bushing (2) in upper fitting and bushing (8) in lower fitting.
(2) Place the yoke assembly inside the aileron and insert the bolt (1) through the fitting bushing (2),
into the yoke (6) and spacer (5), through the fitting bushing (8), then secure with washer (9), nut
(10) and cotter pin (11).
(3) Install upper and lower plugs on the forward inboard end of the aileron.
6. Aileron Yoke Bearing

A. Removal
(1) Perform AILERON YOKE ASSEMBLY REMOVAL in this section.
NOTE: Bearings (4 and 7) may need to be pressed out of the yoke (6) (Ref. Figure 206
or 207).
(2) Remove the two snap rings (3).

(3) Remove bearings (4 and 7) and spacer (5). Discard bearings as required.
B. Installation
(1) Clean the interior surfaces of the yoke (6) with solvent (8, Table 2, 27-00-00) (Ref. Figure 206
or 207).
(2) Ensure that bearing seats are 0.9007 +0.0000/-0.0005 inch in diameter.
NOTE: Spacer (5) must be inserted between the bearings (4 and 7) before they are seated.
(3) Install bearing (7) in the aileron yoke assembly with retaining compound (5, Table 2, 27-00-00).
(4) Install the two snap rings (3).
(5) Insert spacer (5) before installing bearing (4).
(6) Install bearing (4) with retaining compound (5, Table 2, 27-00-00).
NOTE: After installation inspect bearings (4 and 7) for looseness and smoothness of
rotation.
(7) Perform the AILERON YOKE ASSEMBLY INSTALLATION procedure in this section.
7. Aileron Yoke Taper Pin

A. Removal
(1) Perform the AILERON YOKE ASSEMBLY REMOVAL procedure in this section.
(2) Remove cotter pin (15), nut (14) and taper pin washer (13) (Ref. Figure 206 or 207).
(3) Remove taper pin (12). Discard taper pin as required.
B. Installation
(1) Inspect the condition of the taper pin per Step (3) in the AILERON YOKE ASSEMBLY CHECKS
procedure in this section. Replace pin if required.
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(2) Install the taper pin (12), taper pin washer (13) and nut (14). Torque nut (14) to 22 inch-pounds.
If cotter pin (15) cannot be installed continue to tighten nut (14) until castellation and cotter pin
hole align. Maximum torque will not exceed 45 inch-pounds. Install cotter pin (15) (Ref. Figure
206 or 207).
(3) Ensure that the taper pin (12) protrudes 1.23 to 1.35 inches from the end of the yoke (6).
(4) Perform the AILERON YOKE ASSEMBLY INSTALLATION procedure in this section.
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Aileron Control System

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Aileron Control System

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Aileron Fuselage Cable Turnbuckles

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Aileron Wing Cable Block Installation

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Aileron Wing Cable Block Installation

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Aileron Wing Cable Turnbuckles

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Aileron Wing Bellcrank

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Aileron Yoke Assembly (UE-1 thru UE-44)

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Aileron Yoke Assembly (UE-45 and After and UE-1 thru UE-44 with Service Bulletin 2489 Modifications)
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AILERON CONTROL RIGGING - MAINTENANCE PRACTICES
1. Aileron Control System

A. Rigging
(1) Remove the flight compartment seats (Ref. Chapter 25-10-00, SEAT REMOVAL).
(2) Remove the control column boot located forward of the pedestal.
(3) Remove passenger compartment seats as required to access cabin floorboard panels 151AT,
161BT and 163BTC (Ref. Chapter 25-20-00, SEAT REMOVAL).
(4) Remove passenger compartment carpet as required to access cabin floorboard panels 151AT,
(5) Remove the center aisle main spar aft ramp.
(6) Remove cabin floorboard panels 151AT, 161BT and 163BTC (Ref. Chapter 6-50-00, CABIN
FLOORBOARD PANELS).
(7) Remove left and right lower wing access panels 512FB, 512HB, 512JB, 612FB, 612HB and
612JB (Ref. Chapter 6-50-00, WING ACCESS PANELS - LOWER SURFACE).
(8) Perform the AILERON TRAVEL BOARD INSTALLATION procedure (Ref. 27-00-02). Apply tape
to the wing surface to mark the location of the travel board feet ensuring proper location when
moving the travel board from one side to the other.
(Ref. 27-10-08).
(10) If installed, identify, tag and disconnect the Supplemental Type Certificate (STC) Flight Data
Recorder (FDR) sensor bridle clamp located on the aileron fuselage cable between the main
and rear wing spars. Refer to the STC holders instructions.
(11) If installed, disconnect the autopilot aileron servo cable from the aileron quadrant (Ref. Chapter
22-10-03, AILERON SERVO BRIDLE CABLE REMOVAL).
(13) Ensure the pilot's control wheel is level within ± 0.5°. If no adjustment is required proceed to
Step (14). If adjustment is required perform the following Steps:
(a) Locate the turnbuckles (3) on the control column (1) (T-Column) forward of the pedestal
and remove safety clips (4) (Ref. Figure 204).
(b) Adjust the fuselage aileron control cable turnbuckles (3) to level the pilot's control wheel.
(14) Check the fuselage cable tension between the control column and the aileron quadrant by
performing the following Steps:
(a) Allow the temperature of the airframe to stabilize before measuring and adjusting the cable
tension.
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(b) Measure the temperature in the compartment under cabin floorboard 151AT.
(c) Refer to Aileron Fuselage Cable Tension Graph, Figure 201, and read the pounds of tension
required for the measured temperature.
NOTE: Fuselage cable tension tolerance is +10/ -0 lbs. of the tension found in Figure
201.
(d) Position a cable tensiometer (9, Table 1, 27-00-00) on the aileron fuselage cable at least
three inches from turnbuckles and pulleys. Measure the tension of both cables. Cable
diameter is noted in Figure 201.
(e) If no adjustment is required, proceed to Step (15). If adjustment is required, perform the
following Steps:
1 Locate the turnbuckles on the control column (T-Column) forward of the pedestal.
If not previously removed, remove safety clips (4) from both turnbuckles (3) (Ref.
Figure 204).
WARNING: If cable tension drops below 10 pounds at any time,

check all aileron fuselage cable system pulleys for
proper cable engagement.
2 Adjust the turnbuckles (3) until both fuselage cables have equal tensions needed at
the current temperature found in Figure 201. Cable diameter is noted in Figure 201.
3 Remove rig pin (1) from the aileron quadrant (3) (Ref. Figure 203).
4 Using either control wheel, move the aileron system through three cycles to equalize
tension in the aileron fuselage system cables.
5 Install rig pin (1) (20, Table 1, 27-00-00) through the aileron quadrant support bracket
(2) and the aileron quadrant (3) (Ref. Figure 203).
6 Verify that the tension of both fuselage cables is within acceptable limits per Figure
201. If cable tension is out of limits repeat Step (14).
7 Verify the pilot's control wheel is still level within ± 0.5°. If not within limits repeat
Steps (13) and (14).
(15) Verify safety clips (4) are installed on all turnbuckles (3) in the system (Ref. Figure 204).
(16) Check the cable tension of the control column interconnect (chain and cable assembly) between
the pilot's and copilot's control wheel by performing the following Steps:
NOTE: The control wheels must align to within ± 0.5° of each other.
(a) Tension of the control column interconnect must be between 10 to 25 pounds. Cable
diameter is 1/8 inch.
(b) Position a cable tensiometer (9, Table 1, 27-00-00) on the cable and measure the tension.
(c) If no adjustment is required, proceed to Step (17). If adjustment is required, perform the
following Steps:
1 Remove safety clips (4) from both turnbuckles (2) (Ref. Figure 205).
2 Adjust the turnbuckles (2) to meet the required cable tension in Step (16) (a).
3 Remove rig pin (1) (20, Table 1, 27-00-00) from the aileron quadrant (3) (Ref. Figure
203).
tension in the chain and cable system.
6 Verify that the tension of the control column interconnect is within acceptable limits
per Step (16) (a). If cable tension is out of limits repeat Step (16).
(17) Verify the control wheels are aligned within±0.5° of each other. If no adjustment is required
proceed to Step (18). If adjustment is required perform the following Steps (Ref. Figure 205):
(a) If not previously removed, remove safety clips (4) from turnbuckles (2).
(b) While maintaining cable tension of 10 to 25 pounds, adjust the turnbuckles (2) until the
control wheels are level, then repeat Steps (16) (c) 1 thru (17).
(18) Verify safety clips (4) are installed on all turnbuckles (2) in the system (Ref. Figure 205).
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(19) Check the wing cable tension between the aileron quadrant and the wing mounted bellcrank by
tension.
(b) Measure the temperature in the compartment with the aileron cables in the lower wing area.
(c) Refer to Aileron Wing Cable Tension Graph, Figure 202, and read the pounds of tension
NOTE: Wing cable tension tolerance is ± 8 pounds of the tension found in Figure 202.
Wing cable diameter is 3/16 inch and the fuselage cable diameter is 1/8 inch.
(d) Position a cable tensiometer (9, Table 1, 27-00-00) on the wing cables at least three inches
from turnbuckles and pulleys. Measure the tension of both cables. Cable diameter is noted
in Figure 202.
following Steps:
WARNING: If cable tension drops below 10 pounds at any time, check

all aileron wing cable system pulleys for proper cable
engagement.
1 Remove safety clips (2) from both turnbuckles (1) (Ref. Figure 206).
2 Adjust the turnbuckles (1) until both cables (3) have equal tensions needed at the
current temperature found in Figure 202. Cable diameter is noted in Figure 202.
3 Remove rig pin (1) from the aileron quadrant (3) (Ref. Figure 203).
tension in the aileron wing system cables.
6 Verify that the tension of both cables is within acceptable limits per Figure 202. If
cable tension is out of limits repeat Step (19).
(20) Check the position of the ailerons using the aileron travel board. Ailerons must be at neutral, 0°
to 0.5° up.
(a) If no adjustment is required proceed to Step (21). If adjustment is required, perform the
following Steps:
WARNING: If cable tension drops below 10 pounds at any time, check

all aileron wing cable system pulleys for proper cable
engagement.
1 If installed, remove safety clips (2) from turnbuckles (1) (Ref. Figure 206).
2 Adjust the aileron wing cable turnbuckles between the quadrant and the wing
mounted bellcranks to achieve 0° to 0.5° up at the trailing edge of the ailerons.
NOTE: Wing cable tension tolerance is ± 8 pounds of the tension found in Figure
202.
3 While adjusting the wing cable turnbuckles, make sure the required cable tension
needed at the current temperature found in Figure 202 is maintained. Cable diameter
is noted in Figure 202.
4 Install safety clips (2) on turnbuckles (1) (Ref. Figure 206).
(21) Verify safety clips (2) are installed on all on turnbuckles (1) in the system (Ref. Figure 206).
(22) Perform Steps (19) thru (21) for the opposite aileron.
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NOTE: The difference between the full up and full down travel of each aileron should be 5°
to 8° (i.e. 24° up -17° down = 7°). The difference between the full up limit of one
aileron and the full down limit of the other aileron (crisscross differential) should be
5° to 8° (i.e. LH 25° up - RH 17° down = 8°).
(24) Check the maximum travel of the aileron surfaces by performing the following Steps:
(a) Using minimum force manually move aileron down and check for surface travel of 16° -0°/
+3° down on the aileron travel board. Repeat for opposite aileron.
(b) Using minimum force manually move aileron up and check for surface travel of 23° -0°/ +3°
up on the aileron travel board. Repeat for opposite aileron.
(c) Verify the difference between the full-up and full-down travel of each aileron is 5° to 8° and
the difference between the full-up limit of one aileron and the full-down limit of the other
(crisscross differential) is 5° to 8°.
(d) Verify all stops make contact and that opposite (crisscross) stops contact at the same time.
following Steps:
NOTE: Adjusting one stop requires the opposite (crisscross) stop be adjusted also.
1 On the left aileron, loosen jam nut (2) on upper adjustment screw shaft (3) on the
adjustable stop and rotate the screw shaft (3) as necessary to obtain maximum
downward deflection of 16° -0°/ +3° (Ref. Figure 207).
2 On the right aileron, loosen jam nut (8) on lower adjustment screw shaft (6) on the
upward deflection of 23° -0°/ +3°.
3 On the right aileron, loosen jam nut (2) on upper adjustment screw shaft (3) on the
downward deflection of 16° -0°/ +3°.
4 On the left aileron, loosen jam nut (8) on lower adjustment screw shaft (6) on the
upward deflection of 23° -0°/ +3°.
5 Verify the difference between the full-up and full-down travel of each aileron is 5° to
8° and the difference between the full-up limit of one aileron and the full-down limit of
the other (crisscross differential) is 5° to 8°. If not within limits, repeat Steps (24) (e)
1 thru (24) (e) 5.
6 When adjustment is complete, tighten the jamnut(s) (2 and 8) on the upper or lower
adjustment screw shaft(s) (3 and 6) on the adjustable stops.
7 Ensure all stops make contact and that opposite (crisscross) stops contact at the
same time.
(25) Verify that all turnbuckles are secured with safety clips.
(26) Connect and rig the aileron autopilot servo cables (Ref. 22-10-03, AILERON SERVO BRIDLE
CABLE INSTALLATION AND RIGGING).
(27) If the Supplemental Type Certificate (STC) Flight Data Recorder (FDR) sensor bridle clamp
was installed, install bridle clamp. Refer to the STC holders instructions for installation and
calibration.
(28) Extend the flaps to the full down position.
(c) Repeat Steps (29) (a) and (29) (b) using the copilot's control wheel.
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(30) When the system is completely rigged, use a push-pull scale (force gauge) (2) (11, Table 1,
27-00-00) against the control wheel (1) at a point 5 inches out from the center. Verify that the
force required to move the control wheel (1) 10° to the left or right of neutral does not exceed 6
pounds (Ref. Figure 208).
(31) With the flaps fully retracted and the aileron in the neutral position a maximum Step of 0.50 inch
is allowable between the outboard flap and the aileron at the trailing edge with the flap trailing
edge below the aileron trailing edge.
27-10-08).
(33) Remove the aileron travel board and tape from the wing surface.
(34) Install left and right wing access panels 512FB, 512HB, 512JB, 612FB, 612HB and 612JB (Ref.
Chapter 6-50-00, WING ACCESS PANELS - LOWER SURFACE).
(35) Install cabin floorboard panels 151AT, 161BT and 163BTC (Ref. Chapter 6-50-00, CABIN
FLOORBOARD PANELS).
(36) Install the center aisle main spar aft ramp.
INSTALLATION).
(38) Install passenger compartment seats (Ref. Chapter 25-20-00, SEAT INSTALLATION).
(39) Install the control column boot located forward of the pedestal.
(40) Install the left and right flight compartment seats (Ref. Chapter 25-10-00, SEAT INSTALLATION).
the AILERON SURFACE POSITION SYNCHRO TRANSMITTER (SENSOR)
CALIBRATION procedure. Refer to Chapter 31-31-98 in the MODEL 1900D
AIRLINER FLIGHT DATA RECORDER (FA2100) MAINTENANCE MANUAL
SUPPLEMENT, P/N 129-590000-109.
(2) Move pilot's control wheel counterclockwise to the left position and make sure that the left aileron
moves to the up position and the right aileron moves to the down position smoothly with no
(3) Move pilot's control wheel clockwise to the right position and make sure that the left aileron
moves to the down position and the right aileron moves to the up position smoothly with no
(4) Repeat Steps (1) and (2) using the copilot's control wheel.
(5) If requirements are not met, perform the AILERON CONTROL SYSTEM RIGGING procedure
in this section.
2. Aileron Fuselage Cable

A. Tension Check
(1) Remove passenger compartment seats as required to access cabin floorboard panels 151AT
and 161BT (Ref. Chapter 25-20-00, SEAT REMOVAL).
(2) Remove passenger compartment carpet as required to access cabin floorboard panels 151AT
and 161BT (Ref. Chapter 25-20-01, CARPET REMOVAL AND INSTALLATION).
(3) Remove cabin floorboard panels 151AT and 161BT (Ref. Chapter 6-50-00, CABIN
FLOORBOARD PANELS).
(4) Move either control wheel to the left and right three cycles to equalize system tension.
(6) Check the cable tension by performing the following Steps:
tension.
(b) Measure the temperature in the fuselage compartment under cabin floorboard 151AT.
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(c) Refer to Aileron Fuselage Cable Tension Graph Figure 201 and read pounds of tension for
the measured temperature.
NOTE: Fuselage cable tension tolerance is +10/ -0 pounds.
(d) Position a cable tensiometer (9, Table 1, 27-00-00) on the aileron fuselage cables at least
three inches from turnbuckles and pulleys and measure the cable tension of both cables.
Cable diameter is noted in Figure 201.
(e) If no adjustment is required proceed to Step (7). If adjustment is required, perform the
AILERON CONTROL SYSTEM RIGGING procedure in this section.
(8) Install cabin floorboard panels 151AT and 161BT (Ref. Chapter 6-50-00, CABIN FLOORBOARD
PANELS).
INSTALLATION).
(11) Perform the AILERON OPERATIONAL CHECK procedure in this section.
3. Aileron Control Column Interconnect Cable

A. Tension Check
The control column interconnect is the chain and cable assembly between the pilot's and copilot's
control wheels.
(2) Remove passenger compartment seats as required to access cabin floorboard panel 161BT
(Ref. Chapter 25-20-00, SEAT REMOVAL).
(3) Remove passenger compartment carpet as required to access cabin floorboard panel 161BT
(Ref. Chapter 25-20-01, CARPET REMOVAL AND INSTALLATION).
(4) Remove cabin floorboard panel 161BT (Ref. Chapter 6-50-00, CABIN FLOORBOARD
PANELS).
(6) Check the cable tension of the control column interconnect (chain and cable assembly) between
the pilot's and copilot's control wheel by performing the following Steps:
NOTE: The control wheels must align within ± 0.5° of each other.
(a) Tension of the control column interconnect must be between 10 to 25 pounds. Cable
diameter is 1/8 inch.
(b) Verify the control wheels are aligned within ± 0.5° of each other, then position a cable
tensiometer (9, Table 1, 27-00-00) on the cable (3) and measure the tension of the cable
(Ref. Figure 205).
(c) If no adjustment is required, proceed to Step (7). If adjustment is required, perform the
(7) Remove rig pin (1) (20, Table 1, 27-00-00) from the aileron quadrant (3) (Ref. Figure 203).
(8) Install cabin floorboard panels 161BT, (Ref. Chapter 6-50-00, CABIN FLOORBOARD PANELS).
INSTALLATION).
4. Aileron Wing Cable

A. Tension Check
(1) Remove passenger compartment seats as required to access cabin floorboard panels 161B and
(2) Remove passenger compartment carpet as required to access cabin floorboard panels 161BT
and 163BTC (Ref. Chapter 25-20-01, CARPET REMOVAL AND INSTALLATION).
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(3) Remove cabin floorboard panels 161BT and 163BTC (Ref. Chapter 6-50-00, CABIN
FLOORBOARD PANELS).
(Ref. 27-10-08).
(5) Remove lower wing access panels 512HB and 612HB (Ref. Chapter 6-50-00, WING ACCESS
PANELS - LOWER SURFACE).
(8) Check the wing cable tension by performing the following Steps:
tension.
(b) Measure the temperature in the wing compartments under lower wing access panels
512HB and 612HB next to the aileron cables.
(c) Refer to Aileron Wing Cable Tension Graph Figure 202 and read pounds of tension for the
measured temperature.
NOTE: Wing cable tension tolerance is ± 8 pounds.
(d) Position a cable tensiometer (9, Table 1, 27-00-00) on the aileron left and right wing cables
at least three inches from turnbuckles and pulleys and measure the cable tension of both
cables. Cable diameter is noted in Figure 202.
(e) Perform Steps (8) (b) thru (8) (d) on opposite aileron wing cables.
(f) If no adjustment is required proceed to Step (9). If adjustment is required perform the
27-10-08).
(11) Install cabin floorboard panels 161BT and 163BTC (Ref. Chapter 6-50-00, CABIN
FLOORBOARD PANELS).
INSTALLATION).
(14) Install lower access wing panels 512HB and 612HB (Ref. Chapter 6-50-00, WING ACCESS
PANELS - LOWER SURFACE).
5. Aileron
A. Functional Check
NOTE: The difference between the full up and full down travel of each aileron should be 5°
to 8° (i.e. 24° up -17° down = 7°). The difference between the full up limit of one
aileron and the full down limit of the other (crisscross differential) should be 5° to 8°
(i.e. LH 25° up - RH 17° down = 8°).
(3) Move pilot's control wheel counterclockwise to the full left position and make sure that the left
aileron moves to the full up position 23° to 26° and the right aileron moves to the full down
position 16° to 19° smoothly with no unusual noise or binding.
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(4) Move pilot's control wheel clockwise to the full right position and make sure that the left aileron
moves to the full down position 16° to 19° and the right aileron moves to the full up position 23°
to 26° smoothly with no unusual noise or binding.
(5) Verify the difference between the full-up and full-down travel of each aileron is 5° to 8° and the
difference between the full-up limit of one aileron and the full-down limit of the other (crisscross
differential) is 5° to 8°.
(6) Verify all stops make contact and that opposite (crisscross) stops contact at the same time.
(7) If ailerons require adjustment, perform the AILERON CONTROL SYSTEM RIGGING in this
section.
(8) Remove the travel board.
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Aileron Fuselage Cable Tension Graph

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Aileron Wing Cable Tension Graph

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Aileron Fuselage Cable Turnbuckles

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Control Wheel Interconnect Cable Turnbuckles

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Aileron Wing Cable Turnbuckles

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Aileron Stop Adjustment

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Control Wheel Force Check

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AILERON TRIM TAB - MAINTENANCE PRACTICES
1. Aileron Trim Tab

A. Removal
(1) Disconnect the dual tab actuator push-pull rods from the tab horns.
NOTE: The double clevis ends on the tab actuator push-pull rods are designed to tighten
the outer clevis with a binding action against the clevis bolt and the inner clevis,
which removes freeplay of the bolt in the hole. Loosen the outer clevis first (the
larger nut) before removing the clevis bolt.
(2) Remove the four screws (5) (2 upper and 2 lower) from the inboard and outboard tab hinge
halves (7) to the tabs (6) (Ref. Figure 201).
(3) Remove screws (3), washers (2) and nuts (1) and disconnect the bonding jumpers (4) from each
end of the tab (6). Discard the nuts.
(4) Remove the tab (6) from the aileron (8).
NOTE: If the same tab is to be installed on the airplane, the tab hinge halves may remain
attached to the aileron hinge halves. If a new tab is to be installed, the tab hinge
halves should be removed from the aileron and the new hinge halves from the new
tab should be installed.
B. Installation
NOTE: Any repair, modification, painting or replacement of the aileron or the aileron tab requires
If a new tab is being installed, remove both hinge halves from the new aileron tab and install
them in their respective positions on the aileron hinge halves.
(1) Prepare the bonding jumper surface by performing the METAL SURFACE PREPARATION
(2) Install screw (3), washers (2) and new nut (1) connecting the bonding jumpers (4) to each end
of the aileron tab (6) (Ref. Figure 201).
(3) Perform the ELECTRICAL BONDING CHECK procedure (Ref. Chapter 20-03-00, ELECTRICAL
BONDING-MAINTENANCE PRACTICES).
(4) Align the tab hinge halves (7) into position on the aileron tab (6) and install the four attaching
screws (5) to the inboard and outboard hinge point.
(5) Connect each of the dual actuator push-pull rods individually to the tab horns.
which removes freeplay of the bolt in the hole. Install the clevis bolt and tighten
the large jam nut on the outer clevis.
(6) Perform the AILERON TRIM TAB FUNCTIONAL CHECK (Ref. 27-10-07).
(7) Perform the AILERON TRIM TAB FREEPLAY CHECK in this section.
C. Freeplay Check
Visually inspect the aileron tab for any damage, security of hinge attach point and for tightness of the
actuating system. Inconsistencies should be remedied prior to checking the freeplay of the tab.
A trim tab deflection check fixture (8, Table 1, 27-00-00) or the equivalent as shown in Figure 1, 27-00-
00, a dial indicator (13, Table 1, 27-00-00), a back screw (19, Table 1, 27-00-00) machined as shown
in Figure 1, 27-00-00 and a push-pull scale (11, Table 1, 27-00-00) for applying accurate loading to
the tabs are required for making the inspection for freeplay of the tabs.
(1) Obtain a copy of Table 201.
(2) Install rig pin (1) (20, Table 1, 27-00-00) in the aileron quadrant (3) (Ref. Figure 204). Set the
aileron tab to the neutral position.
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(3) Apply a small piece of masking tape (for paint protection) at a point 2.50 inches aft of the tab
hinge line along the centerline of the tab actuator. This will be the point of pressure against the
tab by the push-pull scale.
(4) Apply another piece of masking tape in the corresponding position on the bottom surface of the
tab for the same purpose.
(5) On the outboard push-pull rod (9) loosen the jam nut (16) securing the clevis (13) against the
tightener (15). Remove the cotter pin (10), nut (11), washer (12) and bolt (14). Ensure the
outboard push-pull rod does not interfere with the operation of the inboard push-pull rod (1)
(Ref. Figure 202).
WARNING: Ensure the trim tab freeplay check fixture (1) is securely
attached to the aileron (4) before releasing supporting
pressure (Ref. Figure 203).
(6) Secure the tab freeplay check fixture (1) to the aileron (4) so that the dial indicator stem (5) tip
is positioned on the top surface of the aileron tab (3) 2.50 inches aft of the tab hinge line on the
outboard edge of the aileron trim tab (3).
(7) Position the dial indicator (2) so the stem (5) is depressed 0.10 inch when in contact with the
aileron trim tab (3) surface initially. Turn the rotating face of the dial indicator (2) to zero. Do not
reset during the checking procedure.
(8) With the push-pull scale against the top side of the aileron trim tab (3) surface, apply a full 3
pound downward load. Record the dial reading as "A".
(9) Release half the load until a 1.5 pound downward load is obtained. Record the dial reading as
"B".
(10) Apply a full 3 pound upward load on the aileron trim tab (3) bottom surface. Record reading as
"C".
(11) Release half the load until a 1.5 pound upward load is obtained. Record the reading as "D".
Table 201. Aileron Trim Tab Freeplay Limits
Serial Number: Date:

Inboard Push-Pull Rod
(__________) X 2 = (__________) - (__________) = (__________)

B 2B A X
(__________) X 2 = (__________) - (__________) = (__________)
D 2D C Y
(__________) + (__________) = (__________)
X Y E
(E = 0.053 inch maximum)
Outboard Push-Pull Rod
(__________) X 2 = (__________) - (__________) = (__________)

B 2B A X
(__________) X 2 = (__________) - (__________) = (__________)
D 2D C Y
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Table 201. Aileron Trim Tab Freeplay Limits (continued)

(__________) + (__________) = (__________)
X Y E
(12) Perform the calculations to the data on Table 201.
(a) Record A, B, C and D as positive numbers.
(b) Multiply B by 2 and record as 2B.
(c) Subtract A from 2B and record as X.
(d) Multiply D by 2 and record as 2D.
(e) Subtract C from 2D and record as Y.
NOTE: The results of X and Y can be negative numbers.
(f) Add X and Y and record as E.

(13) If deflection of the tab is within the allowable limit, the tab and its linkage are in good condition.
(14) If the freeplay is excessive, disconnect the tab actuator rods and visually inspect the bolt and
bushings for indications of excessive wear. Replace excessively worn parts.
(15) If all associated linkage is in good condition (no excessive wear) the actuator needs to be
checked for excessive play and/or replaced.
(16) On the inboard push-pull rod (1) loosen the jam nut (8) securing the clevis (5) against the
tightener (7). Remove the cotter pin (2), nut (3), washer (4) and bolt (6) (Ref. Figure 202).
(17) On the outboard push-pull rod (9), position the clevis (13) on the outboard aileron tab horn and
install the bolt (14), washer (12), nut (11), cotter pin (10) and tighten the jam nut (16). Ensure the
inboard push-pull rod (1) does not interfere with the operation of the outboard push-pull rod (9).
(18) Repeat Steps (7) thru (15) to test the outboard push-pull rod (9) freeplay.
(19) Remove the tab freeplay check fixture (1) from the aileron (4). Remove the masking tape from
the aileron (4) (Ref. Figure 203).
(20) On the outboard push-pull rod (9) loosen the jam nut (16) and remove the nut (11), washer (12)
and bolt (14) (Ref. Figure 202).
(21) On the inboard push-pull rod (1), position the clevis (5) on the inboard aileron tab horn and install
the bolt (6), washer (4), nut (3), cotter pin (2) and tighten the jam nut (8).
(22) On the outboard push-pull rod (9), position the clevis (13) on the outboard aileron tab horn and
install the bolt (14), washer (12), nut (11), cotter pin (10) and tighten the jam nut (16).
(23) If safety wire was removed from the push-pull rods in the preceding procedure, install safety wire
(Ref. Figure 205).
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Aileron Trim Tab Control

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Aileron Trim Tab Actuator Safety Wiring

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AILERON TRIM TAB ACTUATORS AND CABLES - MAINTENANCE PRACTICES
1. Aileron Trim Tab Forward Cable

A. Removal
CAUTION: If tension in the system is lost during cable maintenance, check the
forward cable drum and aileron trim tab actuator cable drum to ensure
the cable is not unwound from drum.
(1) Attach a red tag to the aileron trim tab control knob with the words "Do Not Operate, Maintenance
In Progress".
(2) Remove both flight compartment seats (Ref. Chapter 25-10-00, SEAT REMOVAL).
(3) Remove flight compartment carpet (Ref. Chapter 25-10-01, CARPET REMOVAL AND
INSTALLATION).
(4) Remove the pedestal side panels as required.
(5) Remove the flight compartment floorboards as required 122AT, 122BT and 122DT (Ref. Chapter
6-50-00, FLIGHT COMPARTMENT FLOORBOARD PANELS).
(6) Remove the passenger seats as required to access cabin floorboard panels 132AT and 142AT
(Ref. Chapter 25-20-00, SEAT REMOVAL).
(7) Remove passenger compartment carpets as required to access cabin floorboard panels 132AT
and 142AT (Ref. Chapter 25-20-01, CARPET REMOVAL AND INSTALLATION).
(8) Remove closet structure and electronic equipment as required to access cabin floorboard panels
132AT and 142AT.
(9) Remove cabin floorboard panels 132AT and 142AT (Ref. Chapter 6-50-00, CABIN
FLOORBOARD PANELS).
(10) Remove belly access panel 121DBC just aft of the nose landing gear wheel well (Ref. Chapter
6-50-00, FUSELAGE ACCESS PANELS).
(11) Remove the tie straps (2) securing the conduit tubes (1) (Ref. Figure 204).
(12) Slide the conduit tubes (1) aft to gain access to the turnbuckles (4).
(13) Adjust the aileron trim tab control knob to approximately align the forward cable terminal ends.
(14) Install a cable block (2) across both aileron trim tab actuator cables (1) just forward of the bracket
(3) at FS 183.25 to prevent the trim tab actuator cables from losing tension (Ref. Figure 205,
Detail B).
(15) Remove the trim tab cable turnbuckle safety clips (3) and loosen the turnbuckles (4) (Ref. Figure
204) enough to tape the cables together just below the cable drum in the pedestal to prevent
backlash of the cables on the drum (Ref. Figure 201, Detail E).
NOTE: Each turnbuckle (4) barrel has a groove (5) at one end to identify the left-hand
(16) Attach a tag with the words "forward cable left-hand threads terminal end" to the forward end of
the inboard turnbuckle (4).
(17) Disconnect the left-hand threads terminal end from the inboard turnbuckle (4) and attach a feed
(18) Attach a tag with the words "forward cable right-hand threads terminal end" to the forward end
of the outboard turnbuckle (4).
(19) Disconnect the right-hand threads terminal end from the outboard turnbuckle (4) and attach a
feed line to the terminal end. Label the feed line with the words "right-hand threads terminal
end".
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CAUTION: If the FA2100 Flight Data Recorder is installed on this aircraft,

perform the ROLL TRIM CONTROL POTENTIOMETER
(SENSOR) REMOVAL procedure. Refer to Chapter 31-31-24 in the
MODEL 1900D AIRLINER FLIGHT DATA RECORDER (FA2100)
(20) Remove cable guard pins from pulley brackets. Refer to Figure 203 for a general location of the
pulleys.
Coil cable loosely no tighter than ten inches in diameter.
(21) While pulling the feed lines through the fuselage, withdraw both left and right-hand threads
terminal ends through the fuselage and out of the belly access panel 121DBC (Ref. Chapter
CAUTION: Do not drop the nut, washer or taper pin into the fuselage area below
the pedestal.
(22) Remove nut, washer and tapered pin (4) from the aileron trim control shaft forward universal
joint (19) (Ref. Figure 203).
(23) Slide cable drum shaft (1) forward and remove shaft (1), cable drum (2), guard (3) and washer(s)
(18) from pedestal bracket.
(24) Note the position and number of washer(s) (18) for installation of the cable drum (2).
(25) Remove the cable guard (3) and drum (2) together through the right side forward pedestal into
the cockpit area.
(26) Remove the forward cable from the airplane by routing the feed lines through the forward right
side of the pedestal, and into the cockpit.
(27) Disconnect the feed lines from forward cable left and right-hand threads terminal ends and leave
feed lines in place.
(28) Unwrap cable from the drum and remove the cable lock pin (Ref. Figure 201).
B. Installation
elements, a force no greater than eight (8) ounces shall be required
to move the cable to a position of no contact. At no time should flight
control cables contact metal structure with the protective elements
removed.If tension in the system is lost during cable maintenance,
check the forward cable drum and aileron trim tab actuator cable drums
to ensure the cable is not unwound from drums.
(1) Check cable for cleanliness and damage. Replace cable if necessary. Dip the cable in corrosion
preventative compound (4, Table 2, 27-00-00). Remove excess corrosion preventative by wiping
with a clean cloth.
NOTE: Washer(s) (5) may be added as required to obtain a cable drum end play of 0.031 to
0.063 inch (Ref. Figure 202).
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(2) Place the cable drum (2) into the guard (4). Position the cable drum (2), guard (4), and washer(s)
(5) in the cable drum bracket (3). Insert the drum shaft and check that the cable drum end play
is 0.031 to 0.063 inch.
(3) When the correct end play is obtained, remove the drum shaft, cable drum (2), guard (4) and
washer(s) (5) (set aside the washer(s) for installation). It is permissible to glue the washer(s) (5)
in place against the forward side of the drum (2) for ease of installation.
(4) Attach a tag labeled "left-hand threads terminal end" to the forward cable left-hand threads
terminal end.
(5) Attach a tag labeled "right-hand threads terminal end" to the forward cable right-hand threads
terminal end.
(6) Wrap the forward cable on the cable drum as follows (Ref. Figure 201):
CAUTION: Do not kink the cable while locating the middle of the forward cable.
Damage to the cable will occur.
(a) Align the terminal ends of the forward cable and carefully mark the midpoint of the cable
with ink or paint. With the right-hand threads terminal end side of the cable located on the
flat side of the drum, position the mark on the cable in the middle of the cable drum slot
and install the cable lock pin (Ref. Detail B).
(b) From the lock pin, wrap each cable 2 1/4 turns around the drum beginning with the outside
grooves and work toward the middle of the drum (Ref. Detail C). With the drum wound,
verify that the terminal ends are still aligned.
(c) Position the cable guard over the drum and tape the forward cables together just outside of
the cable guard to prevent cable backlash at the drum and maintain the drum in the neutral
position during installation (Ref. Detail E). When applying tape to the cable, make sure the
cables are separated (not crossed) so that it is easy to identify which cable end winds off
the left and right side of the drum.
(7) In the cockpit attach the right-hand threads terminal end to the feed line labeled "right-hand
threads terminal end".
(8) In the cockpit attach the left-hand threads terminal end to the feed line labeled "left-hand threads
terminal end".
NOTE: More than one person will be required to route the forward cable. Take precautions
to keep the cable clean and free from damage.
(9) Pull the feed lines from the belly access panel 121DBC (Ref. Chapter 6-50-00, FUSELAGE
ACCESS PANELS), draw the forward cables through the right side of the pedestal and then out
of the belly access panel, until the drum is close to the pedestal.
(10) Position the cable drum (2), guard (3) and washer(s) (18) into the drum bracket and install the
cable drum shaft (1) (Ref. Figure 203).
(11) On the left side of the upper pedestal, move the aileron trim control knob (7) to the 0 position
on the dial indicator (6) and align the slot in the forward universal joint (19) with the cable drum
shaft (1) and install the tapered pin (4), washer and nut.
(12) Identify the forward cable (8) with the left-hand threads terminal end and make sure it winds off
the left side of the drum as installed. Identify the forward cable (9) with the right-hand threads
terminal end and make sure it winds off the right side of the drum as installed. Route the cable
from the drum as follows (Ref. Figure 203):
(a) Route cable (8) left-hand thread, through the aft pulley at FS 105.
(b) Route cable (9) right-hand thread, through the forward pulley at FS 105.
(c) Route cable (8) through the top pulley at FS 106.
(d) Route cable (9) through the bottom pulley at FS 106.
(e) Route cable (8) through the inboard pulley at FS 135.5.
(f) Route cable (9) through the outboard pulley at FS 135.5.
(g) Install cable guard pins.
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installation.
(14) Remove feed line, and attach the left-hand threads terminal end of cable (8) to the inboard
turnbuckle.
(15) Remove feed line, and attach the right-hand threads terminal end of cable (9) to the outboard
turnbuckle.
(16) Tension the forward cable sufficient to prevent slack.
(17) Ensure that the forward cable is routed properly by verifying that the cable has been routed
exactly as described in Step (12). Ensure cable is engaged in the pulley grooves and all guard
pins are installed.
(18) Remove cable block (2) from both aileron trim tab cables (1) just forward of the bracket (3) at
FS 183.25 (Ref. Figure 205, Detail B).
(19) Remove all tape from the cable and turnbuckles.
(20) Perform the AILERON TRIM TAB SYSTEM OPERATIONAL CHECK procedure (Ref. 27-10-07).
(21) Perform the AILERON TRIM TAB CABLE RIGGING procedure (Ref. 27-10-07).
(22) Ensure turnbuckles (4) have been safety clipped (3) and slide the conduit tubes (1) over the
turnbuckles (4) between the brackets. Secure the conduit tubes (1) with tie straps (2), fore and
aft of the brackets (Ref. Figure 204).
NOTE: If the FA2100 Flight Data Recorder is installed on this airplane, perform the
AILERON ROLL TRIM CONTROL POTENTIOMETER (SENSOR) INSTALLATION
procedure. Refer to Chapter 31-31-24 in the MODEL 1900D AIRLINER FLIGHT
DATA RECORDER (FA2100) MAINTENANCE MANUAL SUPPLEMENT, P/N
129-590000-109.
(23) Install cabin floorboard panels 132AT and 142AT (Ref. Chapter 6-50-00, CABIN FLOORBOARD
PANELS).
(24) Install closet structure and electronic equipment that was removed to access cabin floorboard
panels 132AT and 142AT.
(25) Install passenger compartment carpets (Ref. Chapter 25-20-01, CARPET REMOVAL AND
INSTALLATION).
(26) Install the passenger seats (Ref. Chapter 25-20-00, SEAT INSTALLATION).
(27) Install the flight compartment floorboards (Ref. Chapter 6-50-00, FLIGHT COMPARTMENT
FLOORBOARD PANELS).
(28) Install pedestal side access panels.
(29) Install flight compartment carpet (Ref. Chapter 25-10-01, CARPET REMOVAL AND
INSTALLATION).
(30) Install flight compartment seats (Ref. Chapter 25-10-00, SEAT INSTALLATION).
(31) Install belly access panel 121DBC just aft of the nose landing gear wheel well (Ref. Chapter
(32) Remove the red tag from the aileron trim control knob.
2. Aileron Trim Tab Actuator and Cable

A. Removal
CAUTION: If the FA2100 Flight Data Recorder is installed on this airplane, take care
not to damage the aileron trim surface position potentiometer (sensor)
while performing any Step of this procedure.If tension in the system is
lost during cable maintenance, check the forward cable drum and aileron
trim tab actuator cable drums to ensure the cable is not unwound from
drums.
(1) Apply external power and turn the battery master switch ON.
(2) Move the flaps to the full down position.
(3) Turn the battery master switch off and disconnect external power.
(4) Attach a red tag to the aileron trim tab control knob with the words "Do Not Operate, Maintenance
In Progress".
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(5) Perform the left AILERON REMOVAL procedure (Ref. 27-10-00).

(6) Remove the passenger seats as required to access cabin floorboards 132AT, 142AT, 152AT,
161BT, 162AT and 162BT (Ref. Chapter 25-20-00, SEAT REMOVAL).
(7) Remove passenger compartment carpet as required to access cabin floorboards 132AT, 142AT,
152AT, 161BT, 162AT, 162BT, 163BTC and the aft spar ramp (Ref. Chapter 25-20-01, CARPET
REMOVAL AND INSTALLATION).
132AT and 142AT.
(9) Remove the cabin floorboards 132AT, 142AT, 152AT, 161BT, 162AT, 162BT, 163BTC and the aft
spar ramp (Ref. Chapter 6-50-00, CABIN FLOORBOARD PANELS).
(12) Adjust the aileron trim tab control knob to approximately align the forward cable terminal ends.
(13) Install a cable block (2) across both aileron trim tab cables (1) just aft of the bracket (3) at FS
150.6 to prevent loss of forward trim tab cable tension (Ref. Figure 205, Detail A).
(14) Remove safety clips (3) from the turnbuckle (4) (Ref. Figure 204).
NOTE: Each turnbuckle (4) barrel has a groove (5) at one end to identify the left-hand
threaded end.
(15) Attach a tag with the words "actuator cable left-hand threads terminal end" to the aft end of the
outboard turnbuckle (4).
(16) Disconnect the left-hand threads terminal end from the outboard turnbuckle (4) and attach a feed
(17) Attach a tag with the words "actuator cable right-hand threads terminal end" to the aft end of the
inboard turnbuckle (4).
(18) Disconnect the right-hand threads terminal end from the inboard turnbuckle (4) and attach a feed
(19) Remove lower wing access panels 512BB, 512DB, 512FB, 512HB, 512JB, 532HB and 532IB
(Ref. Chapter 6-50-00, WING ACCESS PANELS - LOWER SURFACE).
(20) Remove the cove panel from the left wing trailing edge at the outboard flap.
(21) Remove the trim tab actuator cover panel.
NOTE: The cable guard pins for the pulleys at WS 184.4 and WS 172.4 are retained by
cotter pins.
(22) Remove the cable guard pins from pulleys, pressure seal from the fuselage, and the grommets
from the wheel well ribs and cove ribs as required to allow passage of the cable stops.
(23) Remove the cable stop plate (4) and the safety wire (2) from the cable stops (1) (Ref. Figure
206).
NOTE: The double clevis ends on the trim tab actuator push-pull rods are designed to
clevis, which removes freeplay of the bolt in the hole. Loosen the outer clevis first
(the larger nut) before removing the clevis bolt.
(24) Loosen the large jam nuts on the double clevis.

(25) Remove cotter pins, nuts, washers and bolts and remove the aileron trim tab push-pull rods
assembly from the aileron trim tab actuator.
(26) With assistance, remove the trim tab control cables from the wing through the actuator access
opening.
(27) Detach the feed lines from the trim tab cable terminal ends leaving the feed lines in place.
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CAUTION: If a FA2100 Flight Data Recorder System is installed on this

airplane, perform only those (sensor) removal Steps required to
allow removal of the aileron trim tab actuator from the airplane.
Perform the AILERON TRIM SURFACE POSITION SYNCHRO
TRANSMITTER (SENSOR) - MAINTENANCE PRACTICES
procedure. Refer to Chapter 31-31-17 in the MODEL 1900D
MANUAL SUPPLEMENT, P/N 129-590000-109 or subsequent.
(28) Remove the safety wire (16) from the trim tab actuator mount bolts (15) (Ref. Figure 203).
(29) Remove the mount bolts (15) attaching the actuator (10) to the wing and remove actuator (10).
B. Drum Cable Replacement
(1) Perform the AILERON TRIM TAB ACTUATOR AND CABLE REMOVAL procedure in this section.
(2) If the aileron trim tab actuator or cable is being replaced, perform the AILERON TRIM SURFACE
POSITION POTENTIOMETER (SENSOR) REMOVAL procedure. Refer to Chapter 31-31-17 in
the MODEL 1900D AIRLINER FLIGHT DATA RECORDER (FA2100) MAINTENANCE MANUAL
SUPPLEMENT, P/N 129-590000-109.
(3) Remove safety wire and loosen nuts (32). Unscrew the rod ends (33) from the actuator screws
(28 and 29) and remove the key washers (31) and the alignment plate (30) (Ref. Figure 207).
NOTE: Note the length and position of bolts (1 and 2) for installation.
(4) Remove bolts (1 and 2), washers (24) and nuts (25).
(5) Separate the actuator screw housing (23) from the actuator drum housing (16) and slide the
actuator screw housing (23) off the actuator screws (28 and 29).
(6) Remove the base plate (3) from the drum housing (16).
NOTE: On airplane serials UE-1 thru UE-6 with the original actuators installed, remove the
friction pad (36), shim (34) and spacer (35) from the drum housing (16).
(7) Remove the bearing (4) and shim (7) from the drum (11).
NOTE: Screw (28) has right-hand threads and screw (29) has left-hand threads.
(8) Remove the screws (28 and 29) from the drum (11) and gear (18).
(9) Remove the retainer (22), gear (21) and the key (20) from the drum housing (16).
(10) Remove the drum (11) and bearing (14) from the drum housing (16).
(11) Unwind the cable (9) from the drum (11).
(12) Slide the cable lock pin from the drum (11) and remove cable (9).
with a clean cloth.
(14) Attach a tag labeled "left-hand threads terminal end" to the actuator cable left-hand threads
terminal end.
(15) Attach a tag labeled "right-hand threads terminal end" to the actuator cable right-hand threads
terminal end.
(16) Wrap the aileron trim tab actuator cable on the cable drum as follows (Ref. Figure 208):
CAUTION: Do not kink the cable while locating the middle of the actuator cable.
(a) With the right-hand threaded terminal end toward the end of the drum with the retainer
groove, center the lock pin and aileron trim tab cable in the slot of the drum. Cable ends
must be even, a ± 0.12 inch mismatch is allowed (Ref. Detail B).
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(b) From the lock pin, wrap each cable end 4 1/4 turns around the drum beginning with the
outside grooves and work toward the middle of the drum (Ref. Detail C). With the drum
wound, verify that the cable ends are still aligned.
(c) Slide bearing (14) on to drum (11) and insert drum (11) into the drum housing (16). Tape
the aileron trim actuator cables together just outside of the actuator housing to prevent
cable backlash at the drum (Ref. Figure 207).
(17) With the flange toward the drum (11) slide gear (21) onto the drum (11).
(18) Install key (20) and retainer (22) on the drum (11).
CAUTION: Grease (18, Table 2, 27-00-00) may be used in actuators

P/N 129-521032-1,-3, -5, -9. These actuators were originally
built with grease (1, Table 2, 27-00-00) and this grease may
have been cleaned out and replaced with grease (18, Table 2,
27-00-00). Do not mix greases. Mixing greases reduces lubricant
effectiveness.Do not use grease (1, Table 2, 27-00-00) for actuators
P/N 129-521032-15. Do not mix greases. Mixing greases reduces
lubricant effectiveness.
(19) Lightly lubricate teeth of both gears (18 and 21) with grease (1, Table 2, 27-00-00) for actuators
P/N 129-521032-1,-3, -5, -9 and grease (18, Table 2, 27-00-00) for -15 actuators.
(20) Rotate the gears to distribute the grease.
(21) Lightly lubricate threads of both screws (28 and 29) with grease (1, Table 2, 27-00-00) for
actuators P/N 129-521032-1,-3, -5, -9 and grease (18, Table 2, 27-00-00) for -15 actuators.
(22) Install the screws (28 and 29) completely to distribute the grease onto the mating threads.
NOTE: Drum screw (28) has right-hand threads and gear screw (29) has left-hand threads.
(23) Remove screws (28 and 29) and lubricate with grease again. Install into the drum (11) and the
gear (18).
(24) Install the screw housing (23) on the drum housing (16).
(25) Install shim (7) and bearing (4) on the drum (11).
NOTE: On airplane serials UE-1 thru UE-6 with the original actuator, install spacer (35) and
shim (34). Place friction pad (36) on drum housing (16).
(26) Install the base plate (3) on the drum housing (16).
(27) If the aileron trim tab actuator or cable was replaced and the airplane is equipped with the
FA2100 Flight Data Recorder, perform only those Steps required to install the aileron trim
surface position potentiometer (sensor) onto the aileron trim tab actuator. Perform the AILERON
TRIM SURFACE POSITION POTENTIOMETER (SENSOR) INSTALLATION procedure. Refer
to Chapter 31-31-17 in the MODEL 1900D AIRLINER FLIGHT DATA RECORDER (FA2100)
(28) Install bolts (1 and 2), washers (24) and nuts (25) (Ref. Figure 207).
NOTE: If there is end play in the drum (11) and screw (28) assembly, replace shim (7).
Peel laminations from the new shim (7) as required until all end play is removed
and the drum (11) turns freely.
On airplane serials UE-1 thru UE-6 with the original actuator, if there is end play in the
gear (18) and screw (29) assembly, replace shim (34). Peel laminations from the
new shims (7 and 34) as required until all end play is removed and the drum (11)
and gear (18) turn freely.
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(29) With cable ends even ± 0.12 inch adjust the screws (28 and 29) (Ref. Figure 207) to attain a
measurement of 1.09 inches from the end of the screw to the actuator housing (Ref. Figure 208,
Detail A).
NOTE: The ends of the actuator screws must be within ± 0.03 inch of each other.
(30) Install nut (32) and key washer (31) on each rod end (33) (Ref. Figure 207).
(31) Place the alignment plate (30) in position and install rod ends (33).
(32) Adjust the rod ends (33) so that the distance between the rod end bearing center and the
alignment plate is 1.12 inches and the distance from the actuator housing to the bearing center
is 3.21 inches (Ref. Figure 208, Detail A).
(33) Tighten nuts (32) and safety wire the nuts to the key washers (31) (Ref. Figure 207).
(34) Move the aileron trim tab actuator cable and ensure the actuator operates smoothly.
(35) Perform the AILERON TRIM TAB ACTUATOR AND CABLE INSTALLATION procedure.
C. Installation
elements, a force no greater than eight (8) ounces shall be required
to move the cable to a position of no contact. At no time should flight
control cables contact metal structure with the protective elements
removed.If tension in the system is lost during cable maintenance,
check the forward cable drum and aileron trim tab actuator cable drums
to ensure the cable is not unwound from drums.
(1) Install the trim tab actuator (Ref. Figure 203).
(a) Mount the actuator on the left wing aft spar with the cables facing inboard.
CAUTION: If the FA2100 Flight Data Recorder is installed on this aircraft,

do not bend the shaft of the aileron trim surface position
potentiometer (sensor) when installing the safety wire.
(b) Install bolts (15) and safety wire (16).
(2) If the aileron trim tab actuator or cable was replaced and the airplane is equipped with the
FA2100 Flight Data Recorder, perform only those Steps required to connect the aileron
trim surface position potentiometer (sensor) electrical harness to the airplane wiring at this
time. Perform the AILERON TRIM SURFACE POSITION POTENTIOMETER (SENSOR)
INSTALLATION procedure. Refer to Chapter 31-31-17 in the MODEL 1900D AIRLINER FLIGHT
DATA RECORDER (FA2100) MAINTENANCE MANUAL SUPPLEMENT, P/N 129-590000-109.
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CAUTION: Grease (18, Table 2, 27-00-00) may be used in actuators

P/N 129-521032-1,-3, -5, -9. These actuators were originally
built with grease (1, Table 2, 27-00-00) and this grease may
have been cleaned out and replaced with grease (18, Table 2,
27-00-00). Do not mix greases. Mixing greases reduces lubricant
effectiveness.Do not use grease (1, Table 2, 27-00-00) for actuators
P/N 129-521032-15. Do not mix greases. Mixing greases reduces
lubricant effectiveness.
(3) Service the aileron trim tab actuator with grease (1, Table 2, 27-00-00) for actuators P/N 129-
521032-1,-3, -5, -9 and grease (18, Table 2, 27-00-00) for -15 actuators.
(4) Attach a tag labeled "left-hand threads terminal end" to the actuator cable left-hand threads
terminal end.
(5) Attach a tag labeled "right-hand threads terminal end" to the actuator cable right-hand threads
terminal end.
end" (Ref. Figure 203, Detail E).
end".
NOTE: More than one person will be required to route the actuator cable. Take precautions
(8) Route the cables through the wing and into the fuselage.
(a) Route cable (9) left-hand thread, through pulleys at WS 184.4 and WS 172.4 (Ref. Figure
203).
(b) Route cable (8) right-hand thread, through aileron cove area through the pulley at WS
165.7.
(c) Route cable (8) through the top pulley at WS 134.5.
(d) Route cable (9) through the bottom pulley at WS 134.5.
(e) Route cable (8) through the pressure seal hole at BL 27 and the forward pulley at FS 320.
(f) Route cable (9) through the pressure seal hole at BL 27 and the aft pulley at FS 320.
(g) Route cable (8) through the aileron quadrant bottom pulley at FS 319.
(h) Route cable (9) through the aileron quadrant top pulley at FS 319.
(i) Route cable (8) through the bottom pulley at FS 306.
(j) Route cable (9) through the top pulley at FS 306.
(k) Route cable (8) through the inboard pulleys at FS 289.5 and FS 240.
(l) Route cable (9) through the outboard pulleys at FS 289.5 and FS 240.
(m) Route cable (8) through the inboard conduit tube.
(n) Route cable (9) through the outboard conduit tube.
NOTE: The guard pins for the pulleys at WS 184.4 and WS 172.4 are retained by
cotter pins. It is permissible to install these guard pins with heads facing down
for clearance purposes.
(o) Install cable guard pins in the pulley brackets. Install grommets on wheel well ribs and
cove ribs.
installation.
(10) Remove feed line, and attach the left-hand threads terminal end of cable (9) to the outboard
turnbuckle.
(11) Remove feed line, and attach the right-hand threads terminal end of cable (8) to the inboard
turnbuckle.
(12) Tension the actuator cable sufficient to prevent slack.
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(13) Install cable stop plate (4) (Ref. Figure 206).

(14) Ensure that the actuator cable is routed properly by verifying that the cable has been routed
pins are installed.
(15) Remove cable block (2) from both aileron trim tab cables (1) just aft of the bracket (3) at FS
150.6 (Ref. Figure 205, Detail A).
(17) Lubricate the control cables to one inch beyond the length of travel through the pressure seal
with grease (1, Table 2, 27-00-00).
(18) Fill the cable pressure seal with grease (1, Table 2, 27-00-00), and install the seal in the hole at
BL 27 and seal with sealant (12, Table 2, 27-00-00).
(19) Perform the following operational check:
(a) Rotate the aileron trim tab control knob counterclockwise and verify the aileron trim tab
actuator rod ends retract smoothly with no unusual noise or binding.
(b) Rotate the aileron trim tab control knob clockwise and verify the aileron trim tab actuator
rod ends extend smoothly with no unusual noise or binding.
(c) If these requirement are not met, verify all Steps of this procedure have been properly
accomplished.
(20) Install the cove panel on the left wing trailing edge at the outboard flap.
(21) Install the trim tab actuator cover panel.
clevis, which removes freeplay of the bolt in the hole. Tighten the outer clevis last
(the large jam nut) after installing the clevis bolt.
(22) Install the aileron trim tab push-pull rods assembly on the aileron trim tab actuator and install the
bolts with heads adjacent to each other as follows:
NOTE: To prevent alignment plate (2) misalignment and actuator screw (1) movement, work
with only one rod end (5) at a time (Ref. Figure 209).
(a) Loosen nut (4) and disengage key washer (3) from the slots in the end of the actuator
screw (1).
(b) Rotate the rod end (5) counterclockwise 90°.
(c) Align clevis (11) with the rod end (5) and install the bolt (13) so that the head will be between
the rod ends when the rod end (5) is rotated back in position.
(d) Rotate the rod end (5) clockwise back to its original position, engage key washer (3) and
tighten nut (4).
(e) Repeat Steps (22) (a) thru (22) (d) for the other rod end.
(23) Install washers, nuts and cotter pins (12).
(24) Tighten the large jam nut (10) on the clevis (11).
(25) Install 0.032 inch diameter safety wire through the push-pull rods as shown in Views A-A and
B-B (Ref. Figure 209).
NOTE: The alignment plate should have some end play in the screw shaft slots if properly
installed.

(27) Perform the AILERON TRIM TAB CONTROL RIGGING procedure (Ref. 27-10-07).
(28) Ensure turnbuckles (4) have been safety clipped (3) and slide the conduit tubes (1) over the
turnbuckles (4) between brackets. Secure the conduit tubes (1) with tie straps (2), fore and aft
of the brackets (Ref. Figure 204).
(29) Ensure the aileron trim tab cable stops (1) have been properly safety wired (2) (Ref. Figure 206).
(30) If the aileron trim tab actuator or cable was replaced, perform the AILERON TRIM TAB SENSOR
CALIBRATION portion of the FLIGHT DATA ACQUISITION UNIT CALIBRATION procedure.
Refer to Chapter 31-31-98 in the MODEL 1900D AIRLINER FLIGHT DATA RECORDER
(FA2100) MAINTENANCE MANUAL SUPPLEMENT, P/N 129-590000-109.
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(31) Install lower wing access panels 512BB, 512DB, 512FB, 512HB, 512JB, 532HB and 532IB (Ref.
(32) Install cabin floorboard panels 132AT, 142AT, 152AT, 161BT, 162AT, 162BT, 163BTC and the aft
spar ramp (Ref. Chapter 6-50-00, CABIN FLOORBOARD PANELS).
(33) Install closet structure and electronic equipment removed to access cabin floorboard panels
132AT and 142AT.
INSTALLATION).
(35) Install the passenger seats (Ref. Chapter 25-20-00, SEAT INSTALLATION).
(36) Remove the red tag from the aileron trim control knob.
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Aileron Trim Tab Control Forward Cable Winding

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Aileron Trim Tab Forward Cable Drum Installation

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Aileron Trim Tab Forward Cable Drum Installation

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Aileron Trim Tab Cable Conduits and Turnbuckles

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Aileron Trim Tab Forward Cable Block

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Aileron Trim Tab Cable Stop

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Aileron Trim Tab Actuator

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Aileron Trim Tab Actuator

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Aileron Trim Tab Actuator Drum Winding

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Aileron Trim Tab Actuator Safety Wire Installation

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AILERON TRIM TAB CONTROL - MAINTENANCE PRACTICES
1. Aileron Trim Tab Control

A. Removal
(1) Remove the right flight compartment pedestal side panel.
(2) Position the aileron trim tab control dial (1) to 0 (Ref. Figure 201).
(3) Loosen the setscrew (3) in the aileron trim control knob (2).
(4) Remove the aileron trim control knob (2).
(5) Remove the snap ring (9).
(6) Pull up and remove the aileron trim control dial (1).
(7) Remove the gear (4).
(8) Working through the right side of the pedestal, remove the safety wire from the upper portion of
the universal joint (7) securing the pin (6).
(9) Remove the pin (6) from the universal joint (7).
(10) Remove the gear shaft (5) from the pedestal.
B. Installation
(1) Install the gear shaft (5) into the pedestal (Ref. Figure 201).
(2) Working through the right side of the pedestal, install the upper pin (6) into the universal joint (7)
and safety wire.
(3) Install the gear (4).
(4) Install the aileron trim control dial (1).
(5) Install the snap ring (9).
(6) Install the aileron trim control knob (2). Apply threadlock (8, Table 2, Chapter 52-00-00) to the
setscrew (3) threads and tighten.
(7) Perform the AILERON TRIM TAB INDICATOR ADJUSTMENT procedure in this section.
(8) Install the right flight compartment pedestal side panel.
C. Inspection
(1) Position the aileron trim control dial (1) to 0 (Ref. Figure 201).
(2) Loosen the setscrew (3) in the aileron trim control knob (2).
(5) Pull up and remove the aileron trim control dial (1).
(6) Inspect the gears for distortion and missing teeth.
(7) Install the aileron trim control dial (1).
2. Aileron Trim Tab Indicator

A. Adjustment
(1) Remove the passenger seat(s) as required (Ref. Chapter 25-20-00, SEAT REMOVAL).
(2) Remove the carpet as required (Ref. Chapter 25-20-01, CARPET REMOVAL AND
INSTALLATION).
(4) Install rig pin (1) (20, Table 1, 27-00-00) in the aileron quadrant support bracket (2) and the
aileron quadrant (3) (Ref. Figure 202).
(6) Verify that the left aileron is reading 0° on the travel board and that the trailing edge of the aileron
and aileron trim tab are aligned.
(7) Loosen the setscrew (3) in the aileron trim control knob (2) (Ref. Figure 201).
(10) Pull the aileron trim control dial (1) up until it turns freely.
(11) Turn the dial (1) to the desired position and lower to engage the gear (4).
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(14) Remove the rig pin (1) from the aileron quadrant (2) (Ref. Figure 202).
(16) Install the carpet as required (Ref. Chapter 25-20-01, CARPET REMOVAL AND
INSTALLATION).
(17) Install the passenger seat(s) as required (Ref. Chapter 25-20-00, SEAT INSTALLATION).
(18) Remove the travel board (Ref. 27-00-02).
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Aileron Trim Tab Control

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AILERON TRIM TAB CONTROL RIGGING - MAINTENANCE PRACTICES
1. Aileron Trim Tab

A. Rigging
any Steps of this procedure. Failure to do so may result in injury to
personnel and damage to equipment.Before rigging the aileron trim
tab, the ailerons must be properly rigged as described in AILERON
CONTROL SYSTEM RIGGING. Refer to Chapter 27-10-03. Failure to
do so may result in injury to personnel and damage to equipment.
(1) Remove the passenger compartment seats as required to access cabin floorboard panels 132AT,
142AT and 161BT (Ref. Chapter 25-20-00, SEAT REMOVAL).
(2) Remove the passenger compartment carpet as required to access cabin floorboard panels
132AT, 142AT and 161BT (Ref. Chapter 25-20-01, CARPET REMOVAL AND INSTALLATION).
132AT and 142AT. Remove cabin floorboards 132AT, 142AT and 161BT (Ref. Chapter 6-50-00,
CABIN FLOORBOARD PANELS).
(4) Remove left wing access panels 512HB and 512JB to access trim tab cable stops (Ref. Chapter
6-50-00, WING ACCESS PANELS - LOWER WING).
(6) Perform the AILERON TRIM TAB TRAVEL BOARD INSTALLATION procedure (Ref. 27-00-02).
tension.
(c) Refer to the Aileron Trim Tab Cable Tension Graph Figure 201 and read the pounds of
tension required for the measured temperature.
(d) Rotate the aileron trim tab control knob to the left and right three cycles to equalize system
tension and return to the 0 position on the dial indicator.
NOTE: Cable tension tolerance is + 3 / - 2 pounds of the tension found in Figure 201.
(e) Position a cable tensiometer (9, Table 1, 27-00-00) on the aileron trim tab cable at least
three inches from turnbuckles and pulleys and measure the cable tension of both cables.
Cable diameter is noted in Figure 201.
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(f) If no adjustment is required, proceed to Step (11). If adjustment is required, perform the
following Steps:
1 Remove the safety clips (3) from the aileron trim tab cable turnbuckles (4) (Ref. Figure
203).
WARNING: If cable tension at any time is below 5 pounds, check

all aileron trim system cable drums and pulleys for
proper cable engagement.
NOTE: Each turnbuckle (4) barrel has a groove (5) at one end to identify the
left-hand threaded end.
2 Adjust the turnbuckles (4) until both cables (6) have equal tensions needed at the
current temperature found in Figure 201. Cable diameter is noted in Figure 201.
3 Rotate the aileron trim tab control knob to the left and right three cycles to equalize
system tension and return to the 0 position on the dial indicator and check the cable
tension. If tension is out of limits, repeat Step (10) (f) 2.
4 Ensure turnbuckles (4) have been safety clipped (3) and slide the conduit tubes (1)
over the turnbuckles (4) between brackets. Secure the conduit tubes (1) with tie
straps (2), fore and aft of the brackets (Ref. Figure 203).
(11) Using the aileron trim tab travel board, check the aileron trim tab for a deflection of 15°± 1.5° up
and 15°± 1.5° down from the 0° position on the travel board and ensure that the cable stops (1)
contact the stop plate (4) at full deflection (Ref. Figure 204).
(12) If no adjustment is required, proceed to Step (13). If adjustment is required, perform the following
Steps:
(a) Remove safety wire (2) from the cable stop(s) (1) located in the lower left wing area.
(b) Loosen the cable stop(s) (1) and adjust as needed to achieve proper deflection.
NOTE: Wrap five turns on each end of safety wire on end opposite to cable stop
contact area.
(c) Tighten cable stop(s) (1) and torque to 40-45 inch-pounds and install safety wire (2).
(13) Perform a visual check to make sure the aileron trim tab movement corresponds to the indicated
movement on the trim tab indicator:
(a) Rotate the aileron trim tab control knob counterclockwise and make sure that the aileron
trim tab moves down smoothly with no unusual noise or binding.
(b) Rotate the aileron trim tab control knob clockwise and make sure that the aileron trim tab
moves up smoothly with no unusual noise or binding.
(14) Rotate the trim tab control knob so that the trim tab reads 0° on the aileron trim tab travel board
and verify that the zero on the trim tab Indicator aligns with the arrow on the pedestal. If no
adjustment is required proceed to Step (15). If adjustment is required, perform the AILERON
TRIM TAB INDICATOR ADJUSTMENT procedure (Ref. 27-10-06).
NOTE: With the aileron trim tab set at neutral, ± 0.5° of servo travel is permissible with
full up and down travel of the aileron.
Servo effect shall not cause the trim tab to exceed its maximum travel setting at full-up
or full-down trim tab and full-up or full-down aileron.
(15) Check aileron trim tab servo travel as follows:

(a) Rotate the trim tab control knob so that the trim tab reads 0° on the aileron trim tab travel
board.
(b) Remove rig pin (1) (20, Table 1, 27-00-00) from the aileron quadrant (3) (Ref. Figure 202).
(c) Rotate either control wheel counterclockwise to the full left position. Ensure the trim tab
servo travel is no more than ± 0.5°.
(d) Rotate either control wheel clockwise to the full right position. Ensure the trim tab servo
travel is no more than ± 0.5°.
(e) Rotate the trim tab control knob counterclockwise to the full left position.
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(f) Rotate either control wheel counterclockwise to the full left position and verify the aileron
trim tab does not exceed 16.5° on the aileron trim tab travel board.
(g) Rotate either control wheel clockwise to the full right position and verify that the aileron trim
tab does not exceed 16.5° on the aileron trim tab travel board.
(h) Rotate the trim tab control knob clockwise to the full right position.
(i) Rotate either control wheel counterclockwise to the full left position and verify the aileron
trim tab does not exceed 16.5° on the aileron trim tab travel board.
(j) Rotate either control wheel clockwise to the full right position and verify that the aileron trim
tab does not exceed 16.5° on the aileron trim tab travel board.
(k) If any of the above requirements are not met, install the aileron quadrant rig pin and repeat
Steps (10) thru (14). If further adjustments are required, perform the AILERON TRIM TAB
ACTUATOR AND CABLE REMOVAL/ INSTALLATION procedures (Ref. Chapter 27-10-
05).
(17) Remove the aileron trim tab travel board.
(18) Install left wing access panels 512HB and 512JB (Ref. Chapter 6-50-00, WING ACCESS
PANELS - LOWER WING).
(19) Install passenger compartment floorboards 132AT, 142 AT and 161BT. Install closet structure
and electronic equipment that was removed to access cabin floorboards (Ref. Chapter 6-50-00,
(20) Install the passenger compartment carpet (Ref. Chapter 25-20-01, CARPET REMOVAL AND
INSTALLATION).
(21) Install the passenger compartment seats (Ref. Chapter 25-20-00, SEAT INSTALLATION).
(1) Rotate the aileron trim tab control knob counter clockwise and make sure that the aileron trim
tab moves down smoothly with no unusual noise or binding.
(2) Rotate the aileron trim tab control knob clockwise and make sure that the aileron trim tab moves
up smoothly with no unusual noise or binding.
(3) If requirements are not met, perform the AILERON TRIM TAB RIGGING procedure in this
section.
C. Cable Tension Check
(1) Remove wing panel 532IB (Ref. Chapter 6-50-00, WING ACCESS PANELS-LOWER
SURFACE).
(2) Rotate the aileron trim tab control knob to the left and right three cycles to equalize system
tension and return to the 0 position on the dial indicator.
tension.
(c) Refer to Aileron Trim Tab Cable Tension Graph Figure 201 and read pounds of tension
NOTE: Trim tab cable tension tolerance is + 3 / - 2 pounds.
(d) Position a cable tensiometer (9, Table 1, 27-00-00) on the aileron trim tab cables at least
three inches from turnbuckles and pulleys and measure the cable tension. Cable diameter
is noted in Figure 201.
AILERON TRIM TAB RIGGING procedure in this section.
(4) Install wing panel 532IB (Ref. Chapter 6-50-00, WING ACCESS PANELS-LOWER SURFACE).
(5) Perform the AILERON TRIM TAB OPERATIONAL CHECK procedure in this section.
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D. Functional Check
(1) Remove the passenger seat(s) as required to access cabin floorboard 161BT (Ref. Chapter
25-20-00, SEAT REMOVAL).
(2) Remove the carpet as required to access cabin floorboard 161BT(Ref. Chapter 25-20-01,
CARPET REMOVAL AND INSTALLATION).
(5) Perform the AILERON TRAVEL BOARD INSTALLATION procedure (Ref. 27-00-02). Verify
that the aileron is at 0°. If the aileron is not at 0°, perform the AILERON CONTROL SYSTEM
RIGGING procedure (Ref. 27-10-03).
(6) Perform the AILERON TRIM TAB TRAVEL BOARD INSTALLATION procedure (Ref. 27-00-02).
(7) Rotate the aileron trim tab control knob counterclockwise to the full left position and make sure
that the trim tab moves to the full down position 13.5° to 16.5° smoothly with no unusual noise
or binding.
(8) Rotate the aileron trim tab control knob clockwise to the full right position and make sure that the
trim tab moves to the full up position 13.5° to16.5° smoothly with no unusual noise or binding.
(9) If aileron trim tab requires adjustment, perform the AILERON TRIM TAB RIGGING procedure in
this section.
(12) Install the carpet (Ref. Chapter 25-20-01, CARPET REMOVAL AND INSTALLATION).
(13) Install the passenger seat(s) (Ref. Chapter 25-20-00, SEAT INSTALLATION).
(14) Remove the aileron trim tab travel board.
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Aileron Trim Tab Cable Tension Graph

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Aileron Trim Tab Turnbuckles

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Aileron Trim Tab Cable Stop

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AILERON/RUDDER INTERCONNECT SYSTEM - MAINTENANCE PRACTICES
1. Aileron/Rudder Interconnect Cables

A. Removal
(1) Remove the left and right-side passenger seats as required (Ref. Chapter 25-20-00,
PASSENGER SEAT REMOVAL).
(2) Remove the center aisle, right and left passenger compartment carpets as required (Ref.
Chapter 25-20-01, PASSENGER CARPET REMOVAL).
(3) Remove the center aisle aft spar ramp (Ref. Chapter 6-50-00, CABIN FLOORBOARD PANELS).
(4) Remove the center aisle floorboard 163BTC and right side floorboards 162BT and 172AT as
required (Ref. Chapter 6-50-00, CABIN FLOORBOARD PANELS).
(5) Remove the left floorboard 161BT as required (Ref. Chapter 6-50-00, CABIN FLOORBOARD
PANELS).
(6) Perform the AILERON/RUDDER INTERCONNECT SPRING DISCONNECTION procedure in
this section.
(7) Install aileron rig pin (1) (20, Table 1, 27-00-00) through the aileron quadrant support bracket (2)
and the aileron quadrant (3) (Ref. Figure 201).
(8) Install a rudder rig pin (6) (22, Table 1, 27-00-00) in the rudder forward bellcrank (5) (Ref. Figure
202).
(9) Remove the outer and inner interconnect springs (15 and 20) from the forward interconnect
cable clevis (11) (Ref. Figure 203).
(10) Remove the outer and inner interconnect springs (15 and 20) from the aft interconnect cable
clevis (12).
(11) Attach a feed line to the forward interconnect cable (4) at the cable ball (1) and label the feed
line "forward interconnect cable".
(12) Attach a feed line to the aft interconnect cable (8) at the cable ball (6) and label the feed line "aft
interconnect cable".
(13) Loosen the forward cable clamp (2) from the forward side of right rudder cable (7) and remove
the forward interconnect cable (4) out of the forward cable clamp (2).
(14) Loosen the aft cable clamp (5) from the aft side of the right rudder cable (7) and remove the aft
interconnect cable (8) from the aft cable clamp (5).
(15) Remove the cable retaining pins from the forward and aft pulley assemblies (9 and 10).
(16) Pull the clevis end (11) of the forward interconnect cable (4) and feed the forward interconnect
cable (4) through the forward pulley assembly (9).
(17) Pull the clevis end (12) of the aft interconnect cable (8) and feed the aft interconnect cable (8)
through the aft pulley assembly (10).
(18) Remove the feed line from the forward interconnect cable (4) and leave in place.
(19) Remove the feed lines from the aft interconnect cable (8) and leave in place.
NOTE: Do not install the interconnect cables until the aileron and rudder rigging and friction
check procedures have been completed.
(1) Remove the aileron and rudder forward bellcrank rig pins.
(2) Run the aileron and rudder control systems from stop to stop several times to ensure that all
twist is removed from the cables.
202).
NOTE: The aft interconnect cable is longer in length than the forward interconnect cable.
(5) Attach the feed line labeled "forward interconnect cable" to the forward interconnect cable (4)
(Ref. Figure 203).
(6) Attach the feed line labeled "aft interconnect cable" to the aft interconnect cable (8).
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(7) Feed the forward interconnect cable (4) through the forward pulley assembly (9) and install the
cable retaining pins.
(8) Feed the aft interconnect cable (8) through the aft pulley assembly (10) and install the cable
retaining pins.
(9) Remove the feed lines from the forward and aft interconnect cable (4 and 8).
(10) Slide the forward interconnect cable (4) into the forward cable clamp (2).
(11) Measure the distance from the aft edge of the forward cable ball (1) to the forward edge of the
forward cable clamp (2). Measurement must be 0.50 ± 0.10 inch. Measure the distance from
the aft edge of the forward cable clamp (2) to the forward edge of the forward cable interconnect
pulley assembly (9). Measurement must be 5.50 ± 0.13 inches. Tighten the forward cable clamp
(2) (Ref. Figure 203, Detail A).
(12) Slide the aft interconnect cable (8) into the aft cable clamp (5).
(13) Measure the distance from the forward edge of the aft cable ball (6) to the aft edge of the aft
cable clamp (5). Measurement must be 0.50 ± 0.10 inch. Measure the distance from the forward
edge of the aft cable clamp (5) to FS 327.63. Measurement must be 4.25 ± 0.13 inches (Ref.
Figure 203, Sheet 2). Tighten the aft cable clamp (5).
(14) Install the inner and outer interconnect springs (15 and 20) to the forward interconnect cable
clevis (11).
(15) Install the inner and outer interconnect springs (15 and 20) to the aft interconnect cable clevis
(12).
(16) Measure from BL 0.00 (center of the airplane fuselage) to the outer edge of the aft aileron cable
clamp (16). Measurement must be 3.4 to 3.9 inches.
(17) Measure from BL 0.00 (center of the airplane fuselage) to the outer edge of the forward aileron
cable clamp (19). Measurement must be 3.4 to 3.9 inches.
(18) Remove the aileron and forward rudder bellcrank rig pins.
(19) With assistance, rotate the control wheel full right and depress the left rudder pedal.
(20) Connect the forward outer and inner interconnect springs (15 and 20) to the forward aileron
cable clamp (19) (Ref. Figure 203).
(21) With assistance, rotate the control wheel full left and depress the right rudder pedal.
(22) Connect the aft outer and inner interconnect springs (15 and 20) to the aft aileron cable clamp
(16).
202).
(25) With cable tension springs (20) attached, check the spring lengths. Spring lengths must be 13.2
to 13.6 inches and both springs must be equal within 0.20 inch.
(27) Perform AILERON/RUDDER INTERCONNECT SYSTEM OPERATIONAL CHECK procedure
in this section.
(28) Install the center aisle floorboard 163BTC and right side floorboards 162BT and 172AT (Ref.
(29) Install the left floorboard 161BT as required (Ref. Chapter 6-50-00, CABIN FLOORBOARD
PANELS).
(30) Install the center aisle aft spar ramp.
(31) Install the center aisle, left and right carpets (Ref. Chapter 25-20-01, PASSENGER CARPET
INSTALLATION).
(32) Install the left and right-side passenger seats (Ref. Chapter 25-20-00, PASSENGER SEAT
INSTALLATION).
2. Aileron/Rudder Interconnect Spring

A. Disconnection
(1) Remove the center aisle carpet as required (Ref. Chapter 25-20-01, PASSENGER CARPET
REMOVAL).
(2) Remove the center aisle floorboard 163BTC (Ref. Chapter 6-50-00, CABIN FLOORBOARD
PANELS).
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(4) Remove the left and right-side passenger seats aft of the main spar as needed (Ref. Chapter
25-20-00, PASSENGER SEAT INSTALLATION).
(6) Disconnect the forward outer and inner interconnect springs (15 and 20) from the forward aileron
(8) Disconnect the aft outer and inner interconnect springs (15 and 20) from the aft aileron cable
clamp (16).
B. Connection
(2) Connect the forward outer and inner interconnect springs (15 and 20) to the forward aileron
(4) Connect the aft outer and inner interconnect springs (15 and 20) to the aft aileron cable clamp
(16).
(5) Perform AILERON/RUDDER INTERCONNECT SYSTEM OPERATIONAL CHECK procedure
in this section.
(6) Install the center aisle floorboard 163BTC (Ref. Chapter 6-50-00, CABIN FLOORBOARD
PANELS).
(7) Install the center aisle aft spar ramp (Ref. Chapter 6-50-00, CABIN FLOORBOARD PANELS).
(8) Install the center aisle carpet as required (Ref. Chapter 25-20-01, PASSENGER CARPET
REMOVAL).
(9) If removed, install the left and right-side passenger seats aft of the main spar (Ref. Chapter
25-20-00, PASSENGER SEAT INSTALLATION).
3. Aileron/Rudder Interconnect System

A. Rigging Check
(1) Remove the left and right-side passenger seats as required (Ref. Chapter 25-20-00,
PASSENGER SEAT REMOVAL).
(2) Remove the center aisle, right and left carpets as required (Ref. Chapter 25-20-01,
PASSENGER CARPET REMOVAL).
(4) Remove the center aisle floorboard 163BTC and right side floorboards 162BT and 172AT as
(5) Remove the left floorboard 161BT as required (Ref. Chapter 6-50-00, CABIN FLOORBOARD
PANELS).
202).
(8) Measure the distance from the aft edge of the forward cable ball (1) to the forward edge of the
forward cable clamp (2). Measurement must be 0.50 ± 0.10 inch. Measure the distance from
the aft edge of the forward cable clamp (2) to the forward edge of the forward cable interconnect
pulley assembly (9). Measurement must be 5.50 ± 0.13 inches (Ref. Figure 203).
Steps:
(a) Perform the AILERON/RUDDER INTERCONNECT SPRING DISCONNECTION
procedure in this section.
(b) Loosen the forward cable clamp (2) and adjust as necessary.
(c) Perform the AILERON/RUDDER INTERCONNECT SPRING CONNECTION procedure in
this section.
(10) Measure the distance from the forward edge of the aft cable ball (6) to the aft edge of the aft
cable clamp (5). Measurement must be 0.50 ± 0.10 inch. Measure the distance from the forward
edge of the aft cable clamp (5) to FS 327.63. Measurement must be 4.25 ± 0.13 inches (Ref.
Figure 203, Sheet 2).
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Steps:
(b) Loosen the aft cable clamp (5) and adjust as necessary.
this section.
(12) Measure from BL 0.00 to the outer edge of the aft aileron cable clamp plate (17). Measurement
must be 3.4 to 3.9 inches.
Steps:
(b) Loosen the aft aileron cable clamp (16) and adjust as necessary.
this section.
(14) Measure from BL 0.00 to the outer edge of the forward aileron cable clamp plate (18).
Measurement must be 3.4 to 3.9 inches.
Steps:
(b) Loosen the forward aileron cable clamp (19) and adjust as necessary.
this section.
(16) Check the outer interconnect spring (20) lengths. Spring lengths must be 13.2 to 13.6 inches
and both springs must be equal within 0.20 inch.
Steps:
(b) Loosen the forward and/or aft aileron cable clamps (16 and 19) and adjust as necessary.
this section.
(19) Install the left floorboard 161BT as required (Chapter 6-50-00, CABIN FLOORBOARD PANELS).
(20) Install the center aisle floorboard 163BTC and right side floorboards 162BT and 172AT as
(22) Install the center aisle, right and left carpets (Ref. Chapter 25-20-01, PASSENGER CARPET
REMOVAL).
(23) Install the left and right-side passenger seats (Ref. Chapter 25-20-00, PASSENGER SEAT
REMOVAL).
(1) Remove the center aisle carpet as required (Ref. Chapter 25-20-01, PASSENGER CARPET
REMOVAL).
(3) Remove the center aisle floorboard 163BTC as required (Ref. Chapter 6-50-00, CABIN
FLOORBOARD PANELS).
(4) With assistance verify the following:
(a) Rotate the pilots or copilots control wheel to the left, rudder trailing edge moves to the left.
(b) Rotate the pilots or copilots control wheel to the right, rudder trailing edge moves right.
(c) Depress the right rudder control pedal, control wheel rotates for right roll.
(d) Depress the left rudder control pedal, control wheel rotates for left roll.
(e) The rudder trailing edge moves to full left stop when full left rudder pedal is applied while
applying full right roll with the control wheel (cross control). The aileron should also reach
maximum roll travel. At cross control, the spring should maintain some tension.
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(f) The rudder trailing edge moves to full right stop when full right rudder pedal is applied while
applying full left roll with the control wheel (cross control). The aileron should also reach
maximum roll travel. At cross control, the spring should maintain some tension.
(g) If any condition is not met, perform the AILERON/RUDDER INTERCONNECT SYSTEM
RIGGING CHECK procedure in this section.
(5) Install the center aisle floorboard 163BTC as required (Ref. Chapter 6-50-00, CABIN
FLOORBOARD PANELS).
(7) Install the center aisle carpet as required (Ref. Chapter 25-20-01, PASSENGER CARPET
REMOVAL).
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Forward Rudder Bellcrank Rig Pin Installation

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Aileron/Rudder Interconnect System

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Aileron/Rudder Interconnect System

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AILERON BALANCE WEIGHTS - MAINTENANCE PRACTICES
1. Procedures
WARNING: Whenever any part of this system is dismantled, adjusted, repaired or

renewed, detailed investigation must be made on completion to make
sure that distortion, tools, rags or any other loose articles or foreign
matter that could impede the free movement and safe operation of the
system are not present, and that the systems and installations in the
work area are clean.
A. Clip Inspection
(1) Perform REMOVING GROUND POWER procedures (Ref. Chapter 24-40-00).
(3) Perform AILERON REMOVAL procedure on both the right and left ailerons (Ref. 27-10-00).
(4) Gain access to the tooling hole in Rib Station 15.06 (P/N 118-130000-67) by removing and
retaining the existing P/N MS27039-1-XX screws (4 places), the P/N 118-130000-127 cover,
and the P/N 118-130000-129 balance weight(s) (Ref. Figure 201). For airplanes in compliance
with MSB 27-3928 proceed to Step (8). For airplanes not in compliance with MSB 27-3928
complete the following Steps.
CAUTION: Tooling holes at Rib Stations 67.91 and 121.53 need to be enlarged
a minimum 0.13-inch aft of center to prevent damage to aileron
balance weight clips (Ref. Figures 203 and 204 for dimensions).
(5) Enlarge one tooling hole (for borescope inspection) in Rib Stations 15.06 (P/N 118-130000-67),
65.05 (P/N 118-130000-75), 67.91 (P/N 118-130000-77), and 121.53 (P/N 118-130000-95) to
0.75 inch diameter (Ref. Figures 201, 202, 203 and 204 for locations of tooling holes).
WARNING: Solvents, primers, and paints are flammable and toxic to skin,
eyes, and respiratory tract. Skin and eye protection is required.
Avoid repeated or prolonged contact. Keep away from flames
or sources of heat. Use in a well ventilated area or respiratory
protection equipment may be required.
(6) Deburr edges of holes and clean up drilling debris using a vacuum cleaner or cheesecloth (24,
Table 2, 27-00-00) and solvent (8, 14 or 22, Table 2, 27-00-00) to ensure work areas are clean.
WARNING: Chemical conversion coating (11, Table 2, 27-00-00) may

affect skin, eyes, and respiratory tract. Chemical goggles and
neoprene gloves will be worn. Use in a well ventilated area.
(7) Protect all bare metal surfaces using appropriate chemical conversion coating (11, Table 2, 27-
00-00) and Epoxy Polyamide Primer (16, Table 2, 27-00-00).
(8) Fabricate a guide tube from locally procured material to prevent the fiber-optic probe from flexing
when gaining access to the middle rib(s).
WARNING: Be sure guide tube is removed when fiber-optic probe is

removed.
(9) Borescope both ailerons, paying particular attention to P/Ns 101-130001-191, -193 and P/Ns
118-130000-123, -124 aileron balance weight clips (Ref. Figure 205 for locations of clips) (Ref.
Figure 206 for views of clips with and without cracks).
(a) If no discrepancy exists, apply aluminum foil tape (23, Table 2, 27-00-00) over the oversized
holes and proceed to Step (10).
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(b) If a discrepancy exists, contact Textron Aviation Customer Service at 1-844-448-9828 or

316-517-5800.
NOTE: Information Only Field Service Kit 129-4036-0001 provides information to

fabricate clips for aileron balance weight installation, and can be used to
replace one, any, or all clips used to attach the balance weight to the ribs.
Any repair, modification, painting or replacement of the aileron or aileron trim tab
requires balancing.
(10) Perform the AILERON CHECKING BALANCE procedure (Ref. Chapter 57-60-00).
NOTE: Length of P/N MS27039-1-XX screws used to attach P/N 118-130000-127 cover
and P/N 118-130000-129 balance weights at Rib Station 15.06 is determined by
number of balance weights.
(11) Perform AILERON INSTALLATION procedure on both the right and left ailerons (Ref. 27-10-00).
(12) Perform AILERON FUNCTIONAL CHECK procedure (Ref. 27-10-03).
(13) Perform AILERON TRIM TAB FUNCTIONAL CHECK procedure (Ref. 27-10-07).
(14) Perform AILERON FREEPLAY CHECK procedure (Ref. 27-10-00).
(15) Perform BATTERY CONNECTION procedure (Ref. Chapter 24-31-00).
(16) Ensure all work areas are clean and clear of tools and miscellaneous items of equipment.
(17) Return airplane to service.
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Location of Tooling Hole in Rib Station 15.06

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Location of Aileron Balance Weight Clips

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View of Aileron Balance Weight Clip With and Without Cracks

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RUDDER SYSTEM - MAINTENANCE PRACTICES - MAINTENANCE PRACTICES
1. Rudder
A. Removal

perform the LINK removal portion of the RUDDER SURFACE POSITION
SYNCHRO TRANSMITTER (SENSOR) REMOVAL procedure. Refer
to Chapter 31-31-14 in the MODEL 1900D AIRLINER FLIGHT DATA
RECORDER (FA2100) MAINTENANCE MANUAL SUPPLEMENT, P/N
129-590000-109.
(1) Attach a red tag to the rudder pedals with the words "Do Not Operate, Maintenance In Progress".
(2) Remove the rudder static wicks (Ref. Chapter 23-60-00, STATIC DISCHARGER REMOVAL).
(3) Remove the tail cone.
(4) Remove nut (24), washer (23) and bolt (25) securing push-pull rod (26) to rudder control horn
(18) (Ref. Figure 201, Detail D).
(5) Remove the safety wire from the rudder trim tab actuator rod double clevis ends (Ref. Figure
202, View C-C).
(6) Loosen nut (8) securing tightener (2) of the rudder trim actuator (1) push-pull rod (9). Remove
cotter pin (7), nut (6), washer (5) and bolt (3) securing clevis (4) to the rudder trim tab control
horn. Repeat this Step for the other push-pull rod (Ref. Figure 201, Detail B).
(7) Remove the screw, washers and nuts securing the two bonding jumpers to the vertical stabilizer
structure in the area of the rudder clevis (31) (Ref. Figure 201, Detail G).
NOTE: Perform Step (8) if the airplane is not equipped with a FA2100 Flight Data Recorder.
Perform Step (9) if the airplane is equipped with a FA2100 Flight Data Recorder.
(8) Remove the three nuts (22), washers (20 and 10) and bolts (11) which attach the rudder torque
tube (16) to the rudder control horn (18) (Ref. Figure 201, Detail D).
(9) Remove nut (21), washers (19 and 12) and screw (13) securing bracket (14) to the rudder control
horn (18). Remove the three nuts (22), washers (20 and 10) and bolts (11) which attach the
rudder torque tube (16) to the rudder control horn. Remove bracket (14) and spacer (15) from
the rudder control horn.
NOTE: Observe the number and position of shims (17) for installation.
CAUTION: Do not force the rudder surface to the left or right to access the
mounting bolts. Damage to the rudder will occur.
(10) With assistance support the rudder (27) and remove four bolts (28) and eight washers (29 and
30) from the left upper and left lower rudder clevis (31). Carefully move rudder to access the
right side and remove four bolts (28) and eight washers (29 and 30) from the right upper and
right lower rudder clevis (31) (Ref. Figure 201, Detail E and G).
(11) Remove the rudder from the airplane.
(12) Remove nut (1), bolt (3) and washers (2) from rudder control horn (4) and hinge assembly.
Inspect for condition (Ref. Figure 206).
(13) Remove rudder control horn (4) from hinge assembly and inspect bearing (5) for condition.
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B. Installation
(1) Install rudder control horn (4) onto hinge assembly with bolt (3), washers (2) and nut (1). Torque
nut (1) 100 to 140 inch-pounds (Ref. Figure 206).
NOTE: Any repair, modification, painting or replacement of the rudder or rudder trim tab
requires balancing (Ref. Chapter 55-40-00).
If a new rudder surface is being installed, remove the clevises from the new rudder and
replace the old clevises on the airplane with the new clevises.
(2) Inspect the rudder trim tab actuator rods for safety wire as shown in View A-A and B-B of Figure
202. Install if not found.
(3) Prepare the area where the bonding cables attach for electrical bonding (Ref. Chapter 20-03-00,
METAL SURFACE PREPARATION).
(4) Position laminated shims (17) on rudder control horn (18) (Ref. Figure 201, Detail D).
(5) Route a feed line through the rudder and attach the feed line to the rudder trim actuator push-pull
rods (9) (Ref. Figure 201, Detail B).
CAUTION: Do not force the rudder surface to the left or right to access the
mounting bolts. Damage to the rudder will occur.
(6) With the feed line, carefully guide the rudder trim actuator (1) push-pull rods (9) through the
rudder while carefully placing the rudder torque tube (16) in position on the rudder control horn
(18) ensuring that the laminated shims (17) are in place.
(7) Loosely install bolts (28) and washers (29 and 30) that secure the upper and lower rudder clevis
(31) to the rudder structure (Ref. Figure 201, Detail G).
(8) Loosely install bolts (11) and washers (10) to maintain alignment of the torque tube (16),
laminated shim (17) and rudder control horn (18).
(9) Tighten bolts (28) and washers (29 and 30) that secure the upper and lower rudder clevis (31) to
the rudder structure. Visually check for alignment between clevises (31) and hinges (32) (Ref.
Figure 201, Detail F and G).
(10) Check for a snug fit between rudder control horn (18) and rudder torque tube (16) (Ref. Figure
201, Detail D).
Steps:
(a) Remove bolts (11) and washers(10).
(b) Remove bolts (28) and washers (29 and 30) that secure the upper and lower rudder clevis
(31) to the rudder structure.
(c) Add or remove shims (17) as required to obtain a snug fit between rudder control horn (18)
and rudder torque tube (16) and alignment between clevises (31) and hinges (32).
NOTE: Any combination of shims (17) with 0.003 or 0.062 inch laminations may be
used. The maximum total thickness for the shim material should not exceed
0.190 inch.
(d) Repeat Steps (5) through (10).
NOTE: Perform Step (11) if the airplane is not equipped with a FA2100 Flight Data
Recorder. Perform Steps (12) through (14) if the airplane is equipped with a
FA2100 Flight Data Recorder.
(12) Install bolts (11), washers (10 and 20) and nuts (22) which attach rudder torque tube (16) to
the rudder control horn (18). Torque the nuts 50 to 70 inch-pounds. Apply torque paint to the
threads and nuts (Ref. Figure 201, Detail D).
(13) Position spacer (15) and the bracket (14) on the rudder control horn (18) (Ref. Figure 201, Detail
D).
(14) Install screw (13) thru washer (12), bracket (14), spacer (15), control horn (18), washer (19) and
nut (21). Do not tighten nut (21) at this time.
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(15) Install bolts (11), washers (10 and 20) and nuts (22) which attach rudder torque tube (16) to the
rudder control horn (18). Torque the nuts (22) 50 to 70 inch-pounds. Apply torque paint to the
threads and nuts. Tighten nut (21).
NOTE: After torqueing, the bolts (11) shall not rotate in their holes under 24 to 35
inch-pounds of torque applied to the bolt.
(16) Torque the bolts (28) that secure the upper and lower rudder clevis (31) to the rudder structure
50 to 70 inch-pounds (Ref. Figure 201, Detail G).
(17) Install the bonding jumper cables. Perform the ELECTRICAL BONDING CHECK procedure
WARNING: Any time the push-pull rods are installed or adjusted, the
inspection holes near the ends of the rods must be checked
to ascertain that the threads of the end fittings are visible.
(18) Position the clevis (4) of the rudder trim actuator (1) push-pull rod (9) on the rudder trim tab
horn. Install the bolt (3), washer (5), nut (6) and cotter pin (7). Tighten the nut (8) to secure the
tightener (2) on the bolt. Repeat this Step on the other rod (Ref. Figure 201, Detail B).
(19) Install 0.032 inch diameter safety wire through the push-pull rods as shown in Figure 202, View
C-C.
(20) Position the push-pull rod (26) in the rudder control horn (18). Install the bolt (25), washer (23)
and nut (24) (Ref. Figure 201, Detail D).
(21) Install the tail cone.
(22) Remove the red tag from the rudder pedals.
(23) Perform the RUDDER FUNCTIONAL CHECK procedure (Ref. 27-20-02).
(24) Perform the RUDDER TRIM TAB FUNCTIONAL CHECK procedure (Ref. 27-20-07).
(25) Verify that the installation is within the following limitations:
(a) A gap of 0.10 ± 0.06 inch should exist between the trailing edge skin of the vertical stabilizer
and the rudder nose with the rudder deflected to full travel towards that edge.
(b) The minimum gap between the top edge of the rudder and the aft fairing bullet should be
0.12 inch.
NOTE: It is permissible to trim the edge of the rudder or trim tab 0.06 inch in order
to achieve the distances noted in Step (c). If trimming is required, the rudder
should be checked for balance.
(c) The gap between the lower edge of the rudder and the upper edge of the tail cone should
be from 0.12 to 0.38 inch.
(d) With full elevator down and elevator trim tab at trailing edge full down, check that there is
clearance between the elevator trim tabs and the top of the rudder at full left and full right
rudder. Permissible to trim a notch from the top trailing edge of the rudder (3) not to exceed
0.50 X 0.25 inch. (Ref. Figure 205, Detail A).
the LINK installation portion of the RUDDER SURFACE POSITION SYNCHRO
TRANSMITTER (SENSOR) INSTALLATION procedure. Refer to Chapter
31-31-14 in the MODEL 1900D AIRLINER FLIGHT DATA RECORDER
(26) Install rudder static wicks (Ref. Chapter 23-60-00).
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C. Freeplay Check
NOTE: Movement or jarring of the airplane will invalidate the rudder freeplay readings. The
airplane should be placed in a hangar and no personnel in or on the airplane during
the freeplay check.
(1) Visually inspect the rudder for any damage, security of the hinge attach points and for tightness
of the actuating system.
(2) Perform the RUDDER TRAVEL BOARD INSTALLATION procedure (Ref. 27-00-02).
(3) Remove the aft fuselage access panel 312BR (Ref. Chapter 06-50-00, FUSELAGE ACCESS
PANELS).
(4) Install rig pin (2) (20, Table 1, 27-00-00) in the rudder aft torque shaft (1) (Ref. Figure 203).
(5) Disconnect the rudder tab dual actuator push-pull rods (do not change adjustment of the rods)
and align the tab trailing edge with the rudder trailing edge. Secure the rudder tab surface to the
rudder surface.
(6) Attach a scale (8) or dial indicator (1) to the travel board so the left and right movement can be
measured at the trailing edge (Ref. Figure 204).
(7) Apply a small piece of masking tape (for paint protection) on the right hand side of the rudder 1
inch forward of the rudder trailing edge just above the rudder trim tab (9). This will be the point
of pressure against the rudder (3) by the push-pull scale.
(8) Apply another piece of masking tape in the corresponding position on the left side of the rudder
for the same purpose.
(9) Position dial indicator (1) so the stem (2) is 0.50 inch forward of the trailing edge of the rudder
and is depressed 0.10 inch when in contact with the rudder (3) surface initially. Turn the rotating
face of the dial indicator (1) to zero. Do not reset during the checking procedure.
(10) With a push-pull scale (11, Table 1, 27-00-00) against the right side of the rudder (3), apply 4
pounds of load. Record the dial reading.
(11) With a push-pull scale (11, Table 1, 27-00-00) against the left side of the rudder (3), apply 4
pounds of load. Record the dial reading.
NOTE: The maximum freeplay travel limit is the total difference between the dial reading
of Steps (10) and (11).
(13) If freeplay limits are exceeded, inspect all components for cracks and wear, and repair or replace
as required.
(14) Connect the rudder tab dual actuator push-pull rods (do not change adjustment of the rods) to
the rudder trim tab (9) using bolts, washers and nuts.
(15) Tighten the large outer nut of the double clevis.

(16) Install the aft fuselage access panel 312BR (Ref. Chapter 06-50-00, FUSELAGE ACCESS
PANELS).
(17) Remove rig pin (2) (20, Table 1, 27-00-00) from the rudder aft torque shaft (1) (Ref. Figure 203).
(18) Perform the RUDDER TRAVEL BOARD REMOVAL procedure (Ref. 27-00-02).
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Rudder Control System

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Rudder Trim Tab Actuator Safety Wire Installation

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Rudder Aft Rig Pin Installation

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Rudder Freeplay Check

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Rudder Surface Trimming

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Rudder Control Horn

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RUDDER CABLES - MAINTENANCE PRACTICES
1. Rudder Forward Control Cable

A. Removal
(1) Attach a red tag to the control wheel with the words "Do Not Operate the Rudder System,
(2) Remove the co-pilot's seats (Ref. Chapter 25-10-00, SEAT REMOVAL).
(3) Remove the co-pilot's carpet (Ref. Chapter 25-10-01, CARPET REMOVAL AND
INSTALLATION).
(4) Remove flight compartment floorboards 122BT and 122DT (Ref. Chapter 06-50-00, CABIN
FLOORBOARD PANELS).
(5) Remove all right side passenger compartment seats (Ref. Chapter 25-20-00, SEAT REMOVAL).
(6) Remove the passenger compartment right side carpet (Ref. Chapter 25-20-01, CARPET
132AT and 142AT.
(8) Remove the right side cabin floorboards 132AT, 142AT, 152AT, 162AT, 162BT, 172AT, 172BT,
172CT, 172DT and cargo floorboard panels 181AT, 181BT AND 181CT (Ref. Chapter 06-50-00,
(9) Perform the AILERON/RUDDER INTERCONNECT CABLES REMOVAL procedure (Ref. 27-
10-08).
(10) Remove the aft fuselage access panels 311BL and 312BR (Ref. Chapter 06-50-00, FUSELAGE
ACCESS PANELS).
(11) Disconnect the Rudder Boost and/or Rudder Autopilot servo cables, if required (Ref. Chapter
22-10-04).
(12) If equipped, identify, tag and disconnect the Supplemental Type Certificate (STC) Flight Data
Recorder (FDR) sensor bridle clamp located on the forward rudder cable between the main and
rear wing spars. Refer to the STC holders instructions.
(13) Remove safety clips from the rudder control cable turnbuckles (1 and 3) located in the aft
fuselage area (Ref. Figure 202).
(14) Attach a tag with the words "forward rudder left control cable" to the forward end of the turnbuckle
(1).
(15) Attach a tag with the words "forward rudder right control cable" to the forward end of the
turnbuckle (3).
(16) Disconnect the forward rudder left control cable (2) from the turnbuckle (1) and attach a feed line
to the terminal end. Label the feed line with the words "forward rudder left control cable terminal
end".
(17) Disconnect the forward rudder right control cable (4) from the turnbuckle (3) and attach a feed
line to the terminal end. Label the feed line with the words "forward rudder right control cable
terminal end".
(18) Remove the pressure seals located at the aft pressure bulkhead at FS 557.50.
(19) Remove the cable retaining pins from the rudder system pulley brackets.
NOTE: It may be necessary to remove some pulley(s) if cable passage is restricted.
(20) Remove safety wire, screw and disconnect the forward cables from the forward rudder bellcrank.
(21) With assistance, feed the forward rudder control cables through the pulleys bringing the feed
line to the forward rudder bellcrank.
NOTE: If the cable is to be reused, take care to keep the cable clean and free of damage.
Coil the cable loosely no tighter than 29 inches in diameter.
(22) Disconnect the feed lines from the left and right rudder forward control cables and leave the feed
lines in place.
(23) Remove the cables from the airplane.
B. Installation
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(1) Check cable for damage and replace cable if necessary. If a used cable is installed, cable
should be cleaned with solvent (2, Table 2, 27-00-00) and then dipped in corrosion preventive
compound (4, Table 2, 27-00-00). Excess should be removed by wiping with a clean rag.
NOTE: The forward left rudder cable is slightly longer than the forward right rudder cable.
(2) Attach the feed line labeled "forward rudder left control cable" to the forward rudder left control
cable terminal end (2) (Ref. Figure 202).
(3) Attach the feed line labeled "forward rudder right control cable" to the forward rudder right control
cable terminal end (4).
NOTE: More than one person will be required to route the rudder fuselage cables. Take
(4) With assistance, using the feed lines, route the forward rudder left and right control cables
through the pulleys. Refer to Figure 201 for general locations of pulleys and cable routing.
(5) Feed the forward rudder left and right control cables through the pressure bulkhead at FS 557.50.
(6) Install the pulley cable guard retaining pins and any pulleys removed during cable removal.
(7) Fill the pressure bulkhead cable seals with grease (1, Table 2, 27-00-00) and install the pressure
seals (Ref. Figure 201).
(8) Connect the forward rudder left and right control cables to the forward rudder bellcrank with
screws. Safety wire the screws.
(9) Lubricate the turnbuckles (1 and 3) with grease (1, Table 2, 27-00-00) for corrosion protection
prior to installation (Ref. Figure 202).
(10) Remove the feed line and connect the forward rudder left control cable (2) to the left rudder
turnbuckle (1) in the aft fuselage area.
(11) Remove the feed line and connect the forward rudder right control cable (4) to the right rudder
(12) Tension the cables to prevent slack.
(13) Make sure that the forward rudder control cables are routed properly and they are engaged in
the pulleys.
(15) Lubricate the rudder forward control cables to one inch beyond the length of travel through the
(16) Perform the RUDDER OPERATIONAL CHECK procedure (Ref. 27-20-02).
(17) Perform the RUDDER CONTROL SYSTEM RIGGING procedure (Ref. 27-20-02).
(18) Ensure that safety clips are installed on both turnbuckles.
(19) Connect and rig the Rudder Boost and/or Rudder autopilot servo cables (Ref. Chapter 22-10-
04).
(20) Perform the AILERON/RUDDER INTERCONNECT CABLES INSTALLATION AND RIGGING
procedure (Ref. 27-10-08).
(21) If equipped, connect the Supplemental Type Certificate (STC) Flight Data Recorder (FDR)
sensor bridle clamp located on the forward rudder cable between the main and rear wing spars.
Refer to the STC holders instructions.
(22) Remove the red tag from the control wheel.
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(23) Install the aft fuselage access panels 311BL and 312BR (Ref. Chapter 06-50-00, FUSELAGE
ACCESS PANELS).
(24) Install the right side cabin floorboards 132AT, 142AT, 152AT, 162AT, 162BT, 172AT, 172BT,
172CT, 172DT, 181AT, 181BT AND 181CT (Ref. Chapter 06-50-00, CABIN FLOORBOARD
PANELS).
(25) Install closet structure and electronic equipment.
(26) Install the passenger compartment right side carpet (Ref. Chapter 25-20-01, CARPET
(27) Install all right side passenger compartment seats (Ref. Chapter 25-20-00, SEAT REMOVAL).
(28) Install flight compartment floorboards 122BT and 122DT (Ref. Chapter 06-50-00, CABIN
FLOORBOARD PANELS).
(29) Install co-pilot's carpet (Ref. Chapter 25-10-01, CARPET REMOVAL AND INSTALLATION).
(30) Install co-pilot's seat (Ref. Chapter 25-10-00, SEAT REMOVAL).
2. Rudder Aft Control Cables

A. Removal
CAUTION: On airplanes with manual nose wheel steering, disconnect the nose
wheel steering system prior to towing the airplane. The steering system
is directly connected to the rudder cable system. Towing the airplane
with cable blocks installed or with a bellcrank pin installed will result in
damage to the airplane.
(1) Attach a red tag to the control wheel with the words "Do Not Operate the Rudder System,
(2) Remove the aft cargo floorboard 181CT (Ref. Chapter 06-50-00, CABIN FLOORBOARD
PANELS).
(3) Remove aft fuselage access panels 311BL and 312BR (Ref. Chapter 06-50-00, FUSELAGE
ACCESS PANELS).
(4) Install gust locks (Ref. 27-70-00) or rudder forward bellcrank rig pin (22, Table 1, 27-00-00).
(5) Disconnect the Rudder Boost and/or Rudder Autopilot servo cables (Ref. Chapter 22-10-04).
(6) Install cable blocks to the rudder left and right control cables in the aft cargo area under cargo
floorboard panel 181CT on the aft side of the frame forward of the aft pressure bulkhead.
(7) Remove safety clips from the left and right rudder aft control cable turnbuckles in the aft fuselage
area.
(8) Tag and disconnect the aft rudder left control cable from the turnbuckle.
(9) Tag and disconnect the aft rudder right control cable from the turnbuckle.
(10) Remove safety wire from screws and disconnect the left and right aft rudder control cables from
the bellcranks on the aft rudder torque tube.
B. Installation
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NOTE: The rudder right aft control cable is slightly longer than the rudder left aft control
cable.
or damage to the bellcranks will occur. Maximum torque will not
exceed 15 inch-pounds.
(2) Identify the rudder right aft control cable and connect it to the lower side of the right bellcrank on
the aft rudder torque tube by installing the cable locking plate and attaching screw. Safety wire
the screw to the bellcrank.
(3) Identify the rudder left aft control cable and connect it to the upper side of the left bellcrank on
the aft rudder torque tube by installing the cable locking plate and attaching screw. Safety wire
the screw to the bellcrank.
(4) Lubricate the turnbuckles with grease (1, Table 2, 27-00-00) for corrosion protection prior to
installation.
(5) Connect the aft rudder left control cable to the left rudder turnbuckle in the aft fuselage area .
(6) Connect the aft rudder right control cable to the right rudder turnbuckle in the aft fuselage area.
(8) Remove the cable blocks from the left and right forward rudder control cables in the aft cargo
area forward of the aft pressure bulkhead.
(9) Perform RUDDER OPERATIONAL CHECK procedure (Ref. 27-20-02).
(10) Perform RUDDER CONTROL SYSTEM RIGGING procedure (Ref. 27-20-02).
(11) Ensure that safety clips on both turnbuckles are installed.
(12) Connect and rig the Rudder Boost and/or Rudder autopilot servo cables (Ref. Chapter 22-10-
04).
(14) Install aft fuselage access panels 311BL and 312BR (Ref. Chapter 06-50-00, FUSELAGE
ACCESS PANELS).
(15) Install the aft cargo floorboard 181CT (Ref. Chapter 06-50-00, CABIN FLOORBOARD
PANELS).
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Rudder Control System

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Rudder Control System Turnbuckles

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RUDDER CONTROL RIGGING - MAINTENANCE PRACTICES
1. Rudder Control System

A. Rigging
fairings. Where contact of the control cables does occur with the
protective elements, a force no greater than eight (8) ounces shall be
required to move the cables to a position of no contact. At no time
should flight control cables contact metal structure with the protective
elements removed.
(1) Remove the left flight compartment seat (Ref. Chapter 25-10-00, SEAT REMOVAL).
(2) Remove the left flight compartment carpet (Ref. Chapter 25-10-01, CARPET REMOVAL AND
INSTALLATION).
(3) Remove the left flight compartment floorboard 121BT (Ref. Chapter 06-50-00, FLIGHT
(4) Remove the main spar aisle aft ramp (Ref. Chapter 06-50-00, CABIN FLOORBOARD PANELS).
(5) Remove center aisle carpet just aft of the main spar (Ref. Chapter 25-20-01, CARPET
(6) Remove center aisle floorboard 163BTC (Ref. Chapter 06-50-00, CABIN FLOORBOARD
PANELS).
(7) Remove two right side passenger compartment seats just aft of the main spar, if required for
access to the Aileron-Rudder Interconnect System (Ref. Chapter 25-20-00, SEAT REMOVAL).
(8) Remove right side passenger compartment carpet just aft of the main spar (Ref. Chapter 25-
20-01, CARPET REMOVAL AND INSTALLATION).
(9) Remove right side floorboard 162BT, if required for access to the aileron/rudder interconnect
system (Ref. Chapter 06-50-00, CABIN FLOORBOARD PANELS).
(10) Remove left and right aft fuselage panels 311BL and 312BR (Ref. Chapter 06-50-00,
(11) Remove the tailcone.
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CAUTION: If a FA2100 Flight Data Recorder System Rudder Surface

Position Synchro Transmitter (Sensor) is installed, there will
be a link assembly attached to the rudder horn as shown in
Chapter 31-31-14 in the MODEL 1900D AIRLINER FLIGHT DATA
RECORDER (FA2100) MAINTENANCE MANUAL SUPPLEMENT,
P/N 129-590000-109. This system was installed on serials UE-362,
UE-424 thru UE-439 at the factory. There may be similar STC
installations. Use caution to avoid damage to this link assembly or
sensor.
(12) Airplanes equipped with Mechanical Steering (Ref. Chapter 32-50-00, MECHANICAL
STEERING - MAINTENANCE PRACTICES) must have the steering system as if the airplane
was in-flight. This will permit rudder forces to be measured properly. The airplane must be
placed on jacks and the steering disconnect actuator must be in the extended position. This is
accomplished by performing the following:
(a) Perform THREE POINT JACKING (PREFERRED PROCEDURE) procedure (Ref. Chapter
7-10-00).
(b) Perform APPLYING GROUND POWER procedure (Ref. Chapter 24-40-00). The
mechanical steering disconnect actuator should extend.
(c) Verify that the mechanical steering disconnect actuator located on the left side of the nose
landing gear wheel well is in the extended position.
(d) Perform REMOVING GROUND POWER procedure (Ref. Chapter 24-40-00).
(13) Perform AILERON/RUDDER INTERCONNECT SPRING DISCONNECTION procedure (Ref.
27-10-08).
(14) If installed, remove safety clips (7), completely loosen turnbuckle (6) and disconnect the rudder
servo lower bridle cable (3) (Ref. Figure 209, Detail B).
(15) If installed, cut the safety wire (10), remove screw (11), attaching plate (12) and disconnect the
rudder servo upper bridle cable (4) from the rudder torque shaft bellcrank (1) (Ref. Figure 209,
Detail C).
(16) Perform RUDDER TRAVEL BOARD INSTALLATION procedure (Ref. 27-00-02).
(17) Install rig pin (2) (20, Table 1, 27-00-00) in the hole in the rudder aft torque shaft (1) assembly.
Using minimum force, try to manually move the rudder to verify proper rig pin installation. (Ref.
Figure 204).
WARNING: When relaxing cable tension, do not relax cable tension below
10 pounds. If cable tension is below 10 pounds, check all
rudder system pulleys for proper cable engagement.
(18) Install rig pin (6) (22, Table 1, 27-00-00) in the rudder forward bellcrank (Ref. Figure 205). If
necessary, with the rudder aft torque shaft pinned, slowly relax tension of the turnbuckles until
the rudder forward bellcrank rig pin can be installed.
tension.
(b) Measure the temperature in the compartment next to the rudder cables (2 and 4) in the aft
fuselage area through panels 311BL and 312BR (Ref. Figure 206).
(c) Refer to Rudder Cable Tension Graph Figure 203, and read the pounds of tension for the
NOTE: Cable tension tolerance is ± 8 pounds of the tension found in Figure 203.
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(d) Position a cable tensiometer (9, Table 1, 27-00-00) at least three inches from the
turnbuckles (1 and 3) and measure and record the tension in both the left and right cables
(2 and 4) (Ref. Figure 206). Permissible to measure tension at any point of the rudder
cable system. Cable diameter is noted in Figure 203.
following Steps:
1 Remove safety clips from both turnbuckles (1 and 3) (Ref. Figure 206).
WARNING: If cable tension at any time is below 10 pounds,

check all rudder system pulleys for proper cable
engagement.
2 Adjust the turnbuckles until both cables have equal tensions needed at the current
temperature found in Figure 203. Cable diameter is noted in Figure 203.
3 Remove both rig pins. Using either set of rudder pedals, move the rudder system
through three full cycles to equalize tension in the rudder system cables.
4 Verify that the tension of both cables is within acceptable limits per Figure 203. If
cable tension is out of limits, install rig pins and repeat Step (19).
5 Install safety clips on the turnbuckles (1 and 3) (Ref. Figure 206).
(20) Install rig pin (2) (20, Table 1, 27-00-00) in the hole in the rudder aft torque shaft (1) assembly.
Using minimum force, try to manually move the rudder to verify proper rig pin installation (Ref.
Figure 204).
(21) Disconnect the rudder tab dual actuator push-pull rods (do not change adjustment of the rods)
and align the tab trailing edge with the rudder trailing edge.
(22) Remove bolt, washer and nut (6) from rod end (5) and disconnect the rudder push-pull rod (7)
from the rudder control horn (4) (Ref. Figure 201).
(23) Using minimum force manually move rudder to the left and check for a deflection of 25° +1°/ -0°
on the rudder travel board (Ref. 27-00-02, READING A TRAVEL BOARD). Make sure that the
rudder tab surface is aligned with the rudder surface.
(24) Using minimum force manually move rudder to the right and check for a deflection of 25° +1°/
-0° on the rudder travel board. Make sure that the rudder tab surface is aligned with the rudder
surface.
(25) If no adjustment is required, proceed to Step (27). If adjustments are required, perform the
following Steps:
(a) Remove the safety wire from the stop bolt(s) (2 and 11) (Ref. Figure 201).
(b) Loosen the jam nut(s) (1 and 10) on the stop bolt(s) (2 and 11).
(c) Adjust the stop bolt(s) (2 and 11) and repeat Steps (23) and (24) to check travel.
(d) When adjustment is complete, tighten the jam nut(s) (1 and 10) on the stop bolt(s) (2 and
11). Repeat Steps (23) and (24) to check travel.
(26) Safety wire (21, Table 2, 27-00-00) stop bolt(s) (2 and 11).
(27) Connect the rudder push-pull rod (7) to the rudder control horn (4) and install bolt, washer and
nut (6).
(28) Check the position of the rudder using the rudder travel board. With aft rig pin installed, rudder
must be at neutral (0° deflection).
Steps:
(a) Remove nut, washer and bolt (6) attaching the push-pull rod (7) to the rudder control horn
(4) (Ref. Figure 201) and discard nut.
(b) Loosen the jam nut (8) on the rudder push-pull rod (7).
(c) Rotate rod end (5) as necessary until rudder is at neutral (0° deflection).
(d) Verify that the threads of the rod end (5) are visible through the inspection hole (9) at the
end of the push-pull rod (7) after adjustment is completed.
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(e) Tighten the jam nut (8) on the rudder push-pull rod (7).
NOTE: When installing the bolt (6), the head of the bolt must be in the up position.
(f) Install bolt, washer and new nut (6) attaching the push-pull rod (7) to the rudder control
horn (4).
(30) Install new nut (6), if not already installed in (29) (f).
(31) Remove both rig pins.
(32) With assistance, move the rudder until the rudder control horn contacts on the left stop bolt (11)
(Ref. Figure 201).
(33) Use a go/no-go scale (21, Table 1, 27-00-00) to verify that the right stop bolt (3) on the left side
forward rudder bellcrank (7) has a 0.37 ± 0.06 inch clearance from the stop bolt (2) located in
the structure (Ref. Figure 202).
Steps:
(a) Loosen jam nut (9) on right stop bolt (3).
(b) Adjust stop bolt (3) as necessary to obtain proper gap clearance.
(c) When adjustment is complete, tighten the jam nut (9) on the stop bolt (3).
(35) Move the rudder until the rudder control horn contacts on the right stop bolt (2) (Ref. Figure 201).
(36) Use a go/no-go scale (21, Table 1, 27-00-00) to verify that the left side of the left rudder forward
bellcrank (7) left stop bolt (8) has a 0.37 ±0.06 inch clearance from the stop bolt (1) located in
the structure (Ref. Figure 202).
following Steps:
(a) Loosen jam nut (10) on left stop bolt (8).
(b) Adjust stop bolt (8) as necessary to obtain proper gap clearance.
(c) When adjustment is complete, tighten the jam nut (10) on the stop bolt (8).
NOTE: If a FA2100 Flight Data Recorder System is installed on this airplane, the Rudder
Surface Position Synchro Transmitter (Sensor) installation will need to be checked
and if needed, calibrated. Refer to Chapter 31-31-14 for installation information
and Chapter 31-31-98 for calibration in the MODEL 1900D AIRLINER FLIGHT
129-590000-109.
Pedal forces must be measured at the pivot point (2) of the rudder pedal (1) (8 inch
radius arm). Limits must be met with all rudder pedals (1) in both full forward and
full aft adjustment positions. There should be no sudden changes in force due to
friction or interference in the system.
(38) Using a hand force gage, check for a maximum of 20 pounds of pedal force during movement
to the full left and full right positions from the rudder pedal (1) pivot line (2) of each set of rudder
pedals (Ref. Figure 207).
(39) Temporarily install the tailcone to check clearances. Do not tighten all the attaching hardware
until clearance checks have been completed.
(40) Remove inspection panel 311CL from the left side of the tailcone (Ref. Chapter 06-50-00,
(41) Verify that the rudder installation is within the following limitations:
(a) The gap at the leading edge of the rudder shall be 0.10 ± 0.06 inch measured between the
vertical stabilizer skin trailing edge and the nose of the rudder when the rudder is deflected
fully left and right.
(b) The minimum gap between the top edge of the rudder and the aft fairing bullet should be
0.12 inch.
(c) The gap between the lower edge of the rudder and tab and the tail cone should be 0.12 to
0.38 inch.
(d) With full elevator down and elevator trim tab at trailing edge full down, check that there is
clearance between the elevator trim tabs and the top of the rudder at full left and full right
rudder. Permissible to trim a notch from the top trailing edge of the rudder (3) not to exceed
0.50 X 0.25 inch (Ref. Figure 208, Detail A).
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(42) Perform AILERON/RUDDER INTERCONNECT SPRING CONNECTION procedure (Ref. 27-

10-08).
(43) If installed, attach the rudder servo lower bridle cable (3) to turnbuckle (6) (Ref. Figure 209,
Detail B).
CAUTION: Do not over torque the cable locking plate attachment screw (11) or
damage to the bellcrank (1) may occur. Maximum torque will not
(44) If installed, attach rudder servo upper bridle cable (4) to the rudder aft bellcrank (1) with attaching
plate (12), install screw (11) and safety wire (10) (Ref. Figure 209, Detail C).
(45) Perform RUDDER SERVO BRIDLE CABLE TENSIONING procedures (Ref. Chapter 22-10-04).
(46) Final Travel Check.
NOTE: Make sure that the rudder trim tab surface is aligned with the rudder surface.
(a) Move the rudder pedals to the full left position and verify that the rudder surface moves left
25° +1°/ -0° (Ref. 27-00-02, READING A TRAVEL BOARD).
(b) Through the tailcone inspection panel verify that the left rudder stop bolt (11) contacts the
aft rudder control horn (4) (Ref. Figure 201).
(c) Move the rudder pedals to the full right position and verify that the rudder surface moves
right 25° +1°/ -0° and that the right rudder stop bolt (2) contacts the aft rudder control horn
(4).
(d) Through the tailcone inspection panel verify that the right rudder stop bolt (11) contacts the
aft rudder control horn (4).
(e) If these requirements are not met, repeat this rigging procedure in its entirety.
(47) Connect the rudder tab dual actuator push-pull rods (do not change adjustment of the rods) to
the rudder trim tab using bolts, washers and nuts.
NOTE: The double clevis ends on the tab actuator push-pull rod are designed to tighten the
outer clevis with a binding action against the clevis bolt and the inner clevis, which
removes freeplay of the bolt in the hole. Loosen the outer clevis first (the larger nut)
before removing the clevis bolt.
(48) Tighten the large outer nut of the double clevis.

(49) Perform RUDDER TAB SYSTEM RIGGING procedure (Ref. 27-20-07).
(50) Install inspection panel 311CL to the left side of the tailcone (Ref. Chapter 06-50-00, FUSELAGE
ACCESS PANELS).
(51) Complete the tailcone installation by tightening the hardware temporarily installed in Step (39).
(52) Perform LOWERING AIRPLANE AFTER THREE-POINT JACKING procedure (Ref. Chapter
7-10-00).
(54) Install the left and right aft fuselage panels 311BL and 312BR (Ref. Chapter 06-50-00,
PANELS).
(56) Install the right side floorboard 162BT, if required (Ref. Chapter 06-50-00, CABIN
FLOORBOARD PANELS).
(57) Install the center aisle carpet just aft of the main spar (Ref. Chapter 25-20-01, CARPET
(58) Install the main spar aisle aft ramp (Ref. Chapter 06-50-00, CABIN FLOORBOARD PANELS).
(59) Install the right side passenger compartment carpet just aft of the main spar (Ref. Chapter 25-
20-01, CARPET REMOVAL AND INSTALLATION).
(60) Install two right side passenger compartment seats just aft of the main spar, if required (Ref.
Chapter 25-20-00, SEAT INSTALLATION).
(61) Install the left flight compartment floorboard 121BT (Ref. Chapter 06-50-00, FLIGHT
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(62) Install the left flight compartment carpet (Ref. Chapter 25-10-01, CARPET REMOVAL AND
INSTALLATION).
(63) Install the left flight compartment seat (Ref. Chapter 25-10-00, SEAT INSTALLATION).
2. Rudder
(1) Push forward on the pilot's left rudder pedal and make sure that the rudder moves to the full left
position smoothly with no unusual noise or binding.
(2) Push forward on the pilot's right rudder pedal and make sure that the rudder moves to the full
right position smoothly with no unusual noise or binding.
(3) Repeat Steps (1) and (2) using the copilot's rudder pedals.
(4) If requirements are not met, perform the RUDDER CONTROL SYSTEM RIGGING procedure in
this section.
B. Cable Tension Check
(1) Remove left and right aft fuselage panels 311BL and 312BR (Ref. Chapter 06-50-00,
(2) Remove passenger compartment seats as required (Ref. Chapter 25-20-00, PASSENGER
COMPARTMENT).
(3) Remove passenger compartment carpet as required (Ref. Chapter 25-20-01, PASSENGER
COMPARTMENT CARPET).
(4) Remove cabin floorboard panels 163BTC, 162BT, and 172AT (Ref. Chapter 06-50-00, CABIN
FLOORBOARD PANELS).
(Ref. 27-10-08).
(6) If installed, remove safety clips (7), completely loosen turnbuckle (6) and disconnect the rudder
servo lower bridle cable (3) (Ref. Figure 209).
(7) If installed, cut the safety wire (10), remove screw (11), attaching plate (12) and disconnect the
rudder servo upper bridle cable (4) from the rudder torque shaft bellcrank (1).
(8) Using either set of rudder pedals move the rudder system to the left and right three cycles to
equalize the rudder system tension.
(9) Install a rig pin (2) (20, Table 1, 27-00-00) in the rudder aft torque Shaft (1) (Ref. Figure 204).
tension.
(b) Through aft fuselage access panels 311BL and 312BR measure the temperature in the aft
fuselage compartment next to the rudder cables (2 and 4) near the turnbuckles (1 and 3)
(Ref. Figure 206).
(c) Refer to the Rudder Cable Tension Graph Figure 203 and read the pounds of tension for
turnbuckles (1 and 3) and measure the cable tension of both cables (2 and 4) (Ref. Figure
206). Cable diameter is noted in Figure 203.
NOTE: Cable tension tolerance is ± 8 pounds tension.
RUDDER CONTROL SYSTEM RIGGING procedure in this section.
(11) Remove the rig pin (2) from the rudder aft torque shaft (1) (Ref. Figure 204).
27-10-08).
(13) If installed, attach the rudder servo lower bridle cable (3) to turnbuckle (6) (Ref. Figure 209).
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CAUTION: Do not over torque the cable locking plate attachment screw (11) or
damage to the bellcrank (1) may occur. Maximum torque will not
(14) If installed, attach rudder servo upper bridle cable (4) to the rudder aft bellcrank (1) with the
attaching plate (12), install screw (11) and safety wire (10).
(15) If installed, perform RUDDER SERVO BRIDLE CABLE TENSIONING procedures (Ref. Chapter
22-10-04).
(16) Install cabin floorboard panels 163BTC, 162BT, and 172AT (Ref. Chapter 06-50-00, CABIN
FLOORBOARD PANELS).
(17) Install passenger compartment carpet as required (Ref. Chapter 25-20-01, PASSENGER
COMPARTMENT CARPET).
(18) Install passenger compartment seats as required (Ref. Chapter 25-20-00, PASSENGER
COMPARTMENT).
(19) Install left and right aft fuselage panels 311BL and 312BR (Ref. Chapter 06-50-00, FUSELAGE
ACCESS PANELS).
(20) Perform the RUDDER OPERATIONAL CHECK procedure in this section.
C. Functional Check
(2) Disconnect the rudder tab dual actuator push-pull rods (3) (do not change adjustment of the rod
ends) and align the tab trailing edge with the rudder trailing edge.
(3) Push forward on the pilot's left rudder pedal and make sure that the rudder moves to the full
left position and check for a deflection of 25° +1°/ -0° (Ref. 27-00-02, READING A TRAVEL
BOARD). Make sure the rudder system moves smoothly with no unusual noises or binding.
(4) Push forward on the pilot's right rudder pedal and make sure that the rudder moves to the full
right position and check for a deflection of 25° +1°/ -0°. Make sure the rudder system moves
smoothly with no unusual noises or binding.
(5) If desired travel is achieved proceed to Step (6). If the rudder surface does not achieve desired
full left and right travel, perform the RUDDER CONTROL SYSTEM RIGGING procedure in this
section.
(6) Connect the rudder tab dual actuator push-pull rods (3) (do not change adjustment of the rods)
to the rudder trim tab.
(Ref. Figure 210).
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Rudder Stops
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Rudder Forward Bellcrank Stops

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Rudder Cable Tension Graph

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Rudder Forward Bellcrank Rig Pin Installation

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Rudder Cable Locations

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Rudder Pedal Force Check

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Rudder Surface Trimming

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Rudder Servo Installation

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Rudder Trim Tab Actuator Safety Wiring

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RUDDER PEDALS - MAINTENANCE PRACTICES
1. Pilot Rudder Pedal

A. Removal
(1) Remove the left flight compartment seat (if required) (Ref. Chapter 25-10-00, SEAT REMOVAL).
(2) Disconnect brake master cylinder (6) from the inboard and/or outboard rudder pedals (3) by
removing cotter pin (4), washer (5) and pin (1) (Ref. Figure 202).
(3) Remove two cotter pins (40), nuts (39), bolts (38) and washers (37) securing pedal (1 or 41) to
pedal arm (2 or 42) (Ref. Figure 201).
B. Installation
(1) Lubricate the attaching hardware with a light coat of preservative (6, Table 2, 27-00-00). Connect
pedal (1 or 41) to pedal arm (2 or 42) with two bolts (38), washers (37), nuts (39) and cotter pins
(40) (Ref. Figure 201).
(2) Connect brake master cylinder (6) to the inboard or outboard rudder pedals (3) by installing the
pin (1), washer (5) and cotter pin (4) (Ref. Figure 202).
(3) Install the left flight compartment seat (if required) (Ref. Chapter 25-10-00, SEAT
INSTALLATION).
2. Pilot Rudder Pedal Assembly

A. Removal
(2) Remove the left flight compartment carpet (Ref. Chapter 25-10-01, CARPET REMOVAL).
(3) Remove floor access panel 121AT (Ref. Chapter 06-50-00, FLIGHT COMPARTMENT
FLOORBOARD PANELS).
(4) Remove floor access panel 121DT (Ref. Chapter 06-50-00, FLIGHT COMPARTMENT
FLOORBOARD PANELS).
(5) Remove cotter pin (2), nut (3), washers (4) and bolt (5) from the nose landing gear steering rod
(1), in the nose wheel well (Ref. Figure 204).
(6) Disconnect brake master cylinder (6) from the inboard and outboard rudder pedals (3) by
removing cotter pin (4), washer (5) and pin (1) (Ref. Figure 202).
NOTE: If the FA2100 Flight Data Recorder is installed on this airplane, refer to the PILOT
RIGHT RUDDER PEDAL POSITION POTENTIOMETER REMOVAL procedure in
Chapter 31-31-11 for data and an illustration of the additional items connected to
the inboard arm (46). Use the applicable Steps of Chapter 31-31-11 in place of
the procedure in Step (7). Chapter 31-31-11 is in the MODEL 1900D AIRLINER
FLIGHT DATA RECORDER (FA2100) MAINTENANCE MANUAL SUPPLEMENT,
P/N 129-590000-109.
(7) Remove cotter pin (10), nut (9), washer (11) and bolt (32) securing the inboard pushrod (14) to
inboard arm (46) (Ref. Figure 201).
(8) Remove cotter pin (31), nut (35), washer (30) and bolt (29) securing the outboard pushrod (28)
to outboard arm (43).
(9) Remove cotter pin (52), nut (51), washer (50) and bolt (49) from the steering pushrod (53) and
steering arm (4).
(10) Remove nut (7), taper pin washer (6) and tapered pin (3) securing steering arm (4) to torque
tube (5). Slide the arm off of the torque tube.
NOTE: Note the proper position of arms (43 and 46), pedal arms (2 and 42) and bushing
(44) on torque tube (5) before removing the rudder pedal assembly. These positions
must be maintained to assure proper operation when the assembly is installed.
(11) Remove nut (33), washer (34) and bolt (45) securing bushing (44) on torque tube (5).
(12) Slide torque tube (5) inboard until it is clear of outboard fitting (36).
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(13) Move torque tube (5) until it no longer aligns with outboard fitting (36) then slide it outboard until
the tube clears inboard fitting (8).
NOTE: Note the position of the bushing (48) and number of washers (47) removed for
proper installation.
The inboard and outboard fitting (8 and 36) bearings will swivel in the bearing housing.
(14) Remove bushing (48) and washers (47) from torque tube (5).
(15) Lift the rudder pedal assembly up and out of the work area.
B. Installation
(1) Verify that an appropriately sized rubber plug (54) coated with sealant (12, Table 2, 27-00-00) is
installed in each end of torque tube (5) and a coating layer of sealant has been applied to the
ends (Ref. Figure 201).
(2) Position the rudder pedal assembly in the work area.
NOTE: Additional washers (47) shall be added as required to limit end play between
outboard and/or inboard pedal arm (2 or 42) and outboard and/or inboard arm (43
or 46) to 0.030 ± 0.015 inch.
(3) Install bushings (48) and washers (47) on torque tube (5).
NOTE: The inboard and outboard fitting (8 and 36) bearings will swivel in the bearing
housing.
(4) Slide torque tube (5) into inboard fitting (8).

(5) Align torque tube (5) with outboard fitting (36). Position arms (43 and 46), pedal arms (2 and
42) and bushing (44) on torque tube (5) as noted in the note preceding Step (11) of the PILOT
RUDDER PEDAL ASSEMBLY REMOVAL procedure. Slide the torque tube outboard until the
tube is positioned in the outboard fitting (36).
(6) Position bushing (44) in place on torque tube (5). Secure the bushing in place with the bolt (45),
washer (34) and nut (33). Fillet and coat seal the bolt head and nut with sealant (12, Table 2,
27-00-00).
CAUTION: Excessive driving of taper pins can cause cracks in the tubing and/or
castings. A light weight rawhide or nylon mallet should be used to
set the taper pins at installation.
(7) Slide steering arm (4) onto torque tube (5). Install the taper pin (3), taper pin washer (6) and
nut (7) to secure the steering arm to the torque tube. Ensure that the small end of the taper pin
is at least flush with, but not more than 0.06 inch above the surface of the arm. Torque nut (7)
from 15 to 20 inch pounds. Fillet and coat seal the taper pin and nut with sealant (12, Table 2,
27-00-00).
(8) Position outboard pushrod (28) in outboard arm (43). Install bolt (29), washer (30), nut (35) and
cotter pin (31).
NOTE: If the FA2100 Flight Data Recorder is installed on this airplane, refer to the PILOT
RIGHT RUDDER PEDAL POSITION POTENTIOMETER INSTALLATION procedure
in Chapter 31-31-11 for data and an illustration of the additional items connected
to the inboard arm (46). Use the applicable Steps of Chapter 31-31-11 in place of
the procedure in Step (8). Chapter 31-31-11 is in the MODEL 1900D AIRLINER
FLIGHT DATA RECORDER (FA2100) MAINTENANCE MANUAL SUPPLEMENT,
P/N 129-590000-109.
(9) Position inboard pushrod (14) into inboard arm (46). Install bolt (32), washer (11), nut (9) and
cotter pin (10).
(10) Position steering pushrod (53) into steering arm (4) and secure with bolt (49), washer (50), nut
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(11) Connect brake master cylinder (6) to the inboard and outboard rudder pedals (3) by installing
pin (1), washer (5) and cotter pin (4) (Ref. Figure 202).
(12) Connect nose landing gear steering rod (1) in the nose wheel well by installing bolt (5), washers
(4), nut (3) and cotter pin (2) (Ref. Figure 204).
(13) Install floor access panel 121AT (Ref. Chapter 06-50-00, FLIGHT COMPARTMENT
FLOORBOARD PANELS).
(14) Remove the old sealant from floor access panel 121DT. Apply new sealant (20, Table 2,
27-00-00) to floor access panel 121DT and install panel (Ref. Chapter 06-50-00, FLIGHT
(15) Install the left flight compartment carpet (Ref. Chapter 25-10-01, CARPET INSTALLATION).
3. Pilot Rudder Bellcrank

A. Removal
(1) Perform the THREE-POINT JACKING (PREFERRED PROCEDURE) procedure (Ref. Chapter
7-10-00).
(4) Remove floor access panels 121AT and 121BT (Ref. Chapter 06-50-00, FLIGHT
(5) Gain access to pilot's bellcrank (1) by removing screws (3), washers and nuts securing the gust
lock channel (2) to the airplane structure (Ref. Figure 203).
(6) Remove cotter pin (19), nut (18), washer (15) and bolt (16) securing connecting tube (17) to
pilot's bellcrank (20) (Ref. Figure 201).
(7) Remove cotter pin (21), nut (22), washer (23) and bolt (27) securing outboard pushrod (28) to
pilot's bellcrank (20).
(8) Remove cotter pin (21), nut (22), washer (23) and bolt (27) securing inboard pushrod (14) to
(9) Remove cotter pin (24), nut (25), washer (26) and bolt (12) securing the pilot's bellcrank (20) to
bracket (13).
(10) Remove pilot's bellcrank (20) from the airplane.
B. Installation
(1) Position pilot's bellcrank (20) into bracket (13). Install bolt (12), washer (26), nut (25) and cotter
pin (24) (Ref. Figure 201).
(2) Position outboard pushrod (28) into pilot's bellcrank (20). Install bolt (27), washer (23), nut (22)
and cotter pin (21).
(3) Position inboard pushrod (14) into pilot's bellcrank (20). Install bolt (27), washer (23), nut (22)
(4) Position connecting tube (17) onto pilot's bellcrank (20). Install bolt (16), washer (15), nut (18)
(5) Position the gust lock channel (2) on the airplane structure and secure with the screws (3),
washers and nuts (Ref. Figure 203).
(7) Install floor access panels 121AT and 121BT (Ref. Chapter 06-50-00, FLIGHT COMPARTMENT
FLOORBOARD PANELS).
(10) Perform the LOWERING THE AIRPLANE AFTER THREE-POINT JACKING procedure (Ref.
Chapter 7-10-00).
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4. Pilot Rudder Pedal Pushrod

A. Removal
NOTE: If the FA2100 Flight Data Recorder is installed on this airplane, do not perform this
procedure. Perform the COMPRESSION LOAD CELL (RUDDER PEDAL STRAIN
GAGE) REMOVAL procedure to remove the pushrods. Refer to Chapter 31-31-28 in
the MODEL 1900D AIRLINER FLIGHT DATA RECORDER (FA2100) MAINTENANCE
MANUAL SUPPLEMENT, P/N 129-590000-109.
7-10-00).
NOTE: Perform Steps (5) and (6) for outboard pushrod (28). Perform Steps (7) and (8) for
inboard pushrod (14) (Ref. Figure 201).
the outboard arm (43).
the pilot's bellcrank (20).
(7) Remove cotter pin (10), nut (9), washer (11) and bolt (32) securing inboard push rod (14) to the
inboard arm (46).
(8) Remove cotter pin (21), nut (22), washer (23) and bolt (27) securing inboard pushrod (14) to the
B. Installation
GAGE) INSTALLATION procedure to install the pushrods. Refer to Chapter 31-31-28 in
Perform Steps (1) and (2) for the outboard pushrod (28). Perform Steps (3) and (4) for the
inboard pushrod (14) (Ref. Figure 201).
(1) Position outboard pushrod (28) into outboard arm (43). Install bolt (29), washer (30), nut (35)
(2) Position outboard pushrod (28) into pilot's bellcrank (20). Install bolt (27), washer (23), nut (22)
cotter pin (10).
(4) Position inboard pushrod (14) into pilot's bellcrank (20). Install bolt (27), washer (23), nut (22)
FLOORBOARD PANELS).
Chapter 7-10-00).
5. Pilot Rudder Pedal Torque Tube

A. Inspection
(1) Perform the NOSE JACKING procedure (Ref. Chapter 7-10-00).
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FLOORBOARD PANELS).
(5) Remove nut (57), taper pin washer (56) and tapered pin (55) securing outboard arm (43) to
torque tube (5) (Ref. Figure 201).
NOTE: Torque tube drilling is covered in TAPER PIN INSTALLATION (TYPICAL AN386
ONLY) Chapter 20-07-00.
(6) Slide the outboard arm (43) inboard and inspect the torque tube taper pin holes and surrounding
area for cracks using the FLUORESCENT LIQUID PENETRANT INSPECTION procedure in the
Model 1900D Airliner Structural Inspection Manual, P/N 129-590000-65. If cracks are present,
replace the torque tube.
(7) Slide the outboard arm (43) back into position. Ensure the outboard pedal arm (42) is properly
engaged with the outboard arm (43) (Ref. Figure 201).
NOTE: TAPER PIN INSTALLATION (TYPICAL AN386 ONLY) is covered in Chapter

20-07-00.
(8) Install tapered pin (55), taper pin washer (56) and nut (57) securing outboard arm (43) to torque
tube (5).
FLOORBOARD PANELS).
(12) Perform the LOWERING AIRPLANE AFTER NOSE JACKING procedure (Ref. Chapter 7-10-
00).
6. Copilot Rudder Pedal

A. Removal
(1) Remove the right flight compartment seat as required (Ref. Chapter 25-10-00, SEAT
REMOVAL).
(2) Disconnect brake master cylinder (6) from outboard and/or inboard rudder pedal (3) by removing
the cotter pin (4), washer (5) and pin (1) (Ref. Figure 206).
(3) Remove the two cotter pins (2), nuts (1), washers (42) and bolts (43) securing pedal (3 or 10)
to pedal arm (4 or 11) (Ref. Figure 205).
B. Installation
(1) Lubricate the attaching hardware with a light coat of preservative (6, Table 2, 27-00-00). Connect
rudder pedal (3 or 10) to rudder pedal arm (4 or 11) with two bolts (43), washers (42), nuts (1)
and cotter pins (2) (Ref. Figure 205).
(2) Connect brake master cylinder (6) to the outboard or inboard rudder pedal (3) by installing pin
(1), washer (5) and cotter pin (4) (Ref. Figure 206).
(3) Install the right flight compartment seat as required (Ref. Chapter 25-10-00, SEAT
INSTALLATION).
7. Copilot Rudder Pedal Assembly

A. Removal
(1) Remove the right flight compartment seat (Ref. Chapter 25-10-00, SEAT REMOVAL).
(2) Remove the right flight compartment carpet (Ref. Chapter 25-10-01, CARPET REMOVAL).
FLOORBOARD PANELS).
(4) Disconnect brake master cylinder (6) from the outboard and inboard rudder pedal (3) by removing
the cotter pin (4), washer (5) and pin (1) (Ref. Figure 206).
(5) Remove cotter pin (15), nut (14), washer (16) and bolt (37) securing the outboard pushrod (19)
to outboard arm (9) (Ref. Figure 205).
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Pilot's Rudder Pedal, Bellcrank and Pushrod Installation

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Pilot's Rudder Pedal Installation

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Gust Lock Channel Installation

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Nose Landing Gear Steering Rod Installation

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(6) Remove cotter pin (36), nut (38), washer (35) and bolt (34) securing the inboard pushrod (33)
to inboard arm (5).
NOTE: Note the proper position of the arms (5 and 9), pedal arms (4 and 11) and bushings
(6 and 8) on torque tube (12) before removing the rudder pedal assembly. These
positions must be maintained to assure proper operation when the assembly is
installed.
(7) Remove nut (39), washer (40) and bolt (7) securing one of the bushings (6 or 8) on torque tube
(12).
(8) Slide torque tube (12) inboard or outboard until it is clear of fitting (13 or 41).
NOTE: Note the position of the bushings (45) and number of washers (44) removed for
proper installation.
The inboard and outboard fittings bearing (13 and 41) will swivel in the bearing housing.
(9) Remove bushings (45) and washers (44) from torque tube (12).
(10) Move torque tube (12) until it no longer aligns with selected fitting (13 or 41) and slide it until the
tube clears the remaining fitting that still retains the tube.
(11) Lift the rudder pedal assembly up and out of the work area.
B. Installation
(1) Verify that an appropriately sized rubber plug (46) coated with sealant (12, Table 2, 27-00-00) is
installed in each end of torque tube (5) and a coating layer of sealant has been applied to the
ends (Ref. Figure 205).
(2) Position the rudder pedal assembly in the work area.
NOTE: Additional washers (44) shall be added as required to limit end play between
inboard and/or outboard pedal arm (4 or 11) and inboard and/or outboard arm (5 or
9) to 0.030 ± 0.015 inch.
(3) Install bushings (45) and washers (44) on torque tube (12).
NOTE: The inboard and outboard fittings (13 and 41) bearing will swivel in the bearing
housing.
(4) Slide torque tube (12) into one of the fittings (13 or 41).
(5) Align torque tube (12) with the other fitting (13 or 41). Position arms (5 and 9), pedal arms (4
and 11) and bushings (6 and 8) on torque tube (12) as noted in the note preceding Step (7) of
the COPILOT RUDDER PEDAL ASSEMBLY REMOVAL procedure. Slide the torque tube into
proper position inside fitting (13 or 41).
(6) Position bushings (6 and 8) in place on torque tube (12). Secure the bushings in place with the
bolts (7), washers (40) and nuts (39). Fillet and coat seal the bolt head and nut with sealant (12,
Table 2, 27-00-00).
cotter pin (36).
(8) Position outboard pushrod (19) into outboard arm (9). Install bolt (37), washer (16), nut (14) and
cotter pin (15).
(9) Connect brake master cylinder (6) to the outboard and inboard rudder pedal (3) by installing pin
(1), washer (5) and cotter pin (4) (Ref. Figure 206).
FLOORBOARD PANELS).
(11) Install the right flight compartment carpet (Ref. Chapter 25-10-01, CARPET INSTALLATION).
(12) Install the right flight compartment seat (Ref. Chapter 25-10-00, SEAT INSTALLATION).
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8. Copilot Rudder Bellcrank

A. Removal
7-10-00).
(5) Disconnect the aileron/rudder interconnect system (Ref. 27-10-08, AILERON/RUDDER
INTERCONNECT SPRING DISCONNECTION).
(6) Release the rudder cable tension by loosening the turnbuckles. Refer to the Rudder Control
System illustration in 27-20-01.
(7) Disconnect the rudder control cables from the copilot's bellcrank.
(8) Remove cotter pin (26), nut (27), washer (31) and bolt (32) securing inboard pushrod (33) to the
copilot's bellcrank (20) (Ref. Figure 205).
the copilot's bellcrank (20).
(10) Remove cotter pin (21), nut (22), washer (23) and bolt (24) securing connecting tube (25) to the
copilot's bellcrank (20).
(11) Remove cotter pin (28), nut (29), washer (30) and bolt (17) securing the copilot's bellcrank (20)
to bracket (18).
B. Installation
(1) Position copilot's bellcrank (20) into bracket (18). Install bolt (17), washer (30), nut (29) and
cotter pin (28) (Ref. Figure 205).
(2) Position connecting tube (25) into copilot's bellcrank (20). Install bolt (24), washer (23), nut (22)
(3) Position inboard pushrod (33) into copilot's bellcrank (20). Install bolt (32), washer (31), nut (27)
(4) Connect the rudder control cables to the copilot's bellcrank (20) and apply slight tension to the
cables by tightening the turnbuckles. Refer to the Rudder Control System illustration in.
(5) Position outboard pushrod (19) into copilot's bellcrank (20). Install bolt (32), washer (23), nut
FLOORBOARD PANELS).
Chapter 7-10-00).
9. Copilot Rudder Pedal Pushrod

A. Removal
GAGE) REMOVAL procedure to remove the pushrods. Refer to Chapter 31-31-28 in
7-10-00).
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NOTE: Perform Steps (5) and (6) for the inboard pushrod (33). Perform Steps (7) and (8)
for the outboard pushrod (19) (Ref. Figure 205).
inboard arm (5).
outboard arm (9).
B. Installation
GAGE) INSTALLATION procedure to install the pushrods. Refer to Chapter 31-31-28 in
Perform Steps (1) and (2) for inboard pushrod (33). Perform Steps (3) and (4) for outboard
pushrod (19) (Ref. Figure 205).
cotter pin (36).
(2) Position inboard pushrod (33) into copilot's bellcrank (20). Install bolt (32), washer (31), nut (27)
(3) Position outboard pushrod (19) into outboard arm (9). Install bolt (37), washer (16), nut (14) and
cotter pin (15).
(4) Position outboard pushrod (19) into copilot's bellcrank (20). Install bolt (32), washer (23), nut
FLOORBOARD PANELS).
Chapter 7-10-00).
10. Rudder Pedal Arm Inspection

Perform the following inspection on all four rudder pedal arms at the intervals designated in Chapter
5-20-00.
A. Aluminum Rudder Pedal Arms (Unbushed)
(1) Perform the PILOT or COPILOT RUDDER PEDAL REMOVAL procedure.
(2) Inspect the attach holes for elongation or excessive wear. Measure the wall thickness of the arm
casting. If the thickness at any point is less than 0.130 inch, continue with this procedure. If the
wall thickness is within tolerance, proceed to Step (7) (Ref. Figure 207, Detail A).
(3) Perform the PILOT or COPILOT RUDDER PEDAL ASSEMBLY REMOVAL procedure.
(4) Ream the hole from 0.249 to 0.250 inch diameter.
(5) Install a P/N 105740X-ZF-0250 bushing with Loctite 680 (5, Table 2, 27-00-00). Hold the bushing
for five minutes after assembly. Allow the Loctite to cure before attaching the rudder pedal.
Minimum cure time for Loctite is 24 hours at 70°F or 30 minutes at 250°F.
(6) Perform the PILOT or COPILOT RUDDER PEDAL ASSEMBLY INSTALLATION procedure.
(7) Perform the PILOT or COPILOT RUDDER PEDAL INSTALLATION procedure.
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Copilot's Rudder Pedal, Bellcrank and Pushrod Installation

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Copilot's Rudder Pedal Installation

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B. Aluminum Rudder Pedal Arms With Bushings Installed In The Rudder Attach Holes
(1) Perform the PILOT or COPILOT RUDDER PEDAL REMOVAL procedure.
(2) Inspect the bushing for any movement. If the bushing is loose, measure the distance between
the outside of the bushing and the inside of the rudder pedal arm. If the measurement exceeds
0.015 inch, the rudder pedal arm should be replaced (Ref. Figure 207, Detail B).
(3) Measure the wall thickness of the arm casting. If the thickness at any point is less than 0.080
inch, replace the rudder pedal arm (Ref. Figure 207, Detail A).
NOTE: If the inspection does not require arm replacement or drilling, proceed to Step (7). If
the rudder pedal arm must be replaced or drilled, perform the PILOT or COPILOT
RUDDER PEDAL ASSEMBLY REMOVAL procedure.
(4) If the measurements in Steps (2) and (3) do not exceed the limits indicated above, but the hole is
elongated causing the bushing to be loose, remove the bushing and ream the holes from 0.280
to 0.281 inch.
(a) Should the elongated holes not be cleaned up with the reamer, the rudder pedal arm must
be replaced.
(b) The 0.080 inch minimum wall thickness must not be exceeded.
(5) Install a P/N 105739X-XD-250 bushing in the hole with Loctite 680 (5, Table 2, 27-00-00). Hold
the bushing for five minutes after assembly. Allow the Loctite to cure before attaching the rudder
pedal. The minimum cure time for the Loctite is 24 hours at 70°F or 30 minutes at 250°F.
(6) Perform the PILOT or COPILOT RUDDER PEDAL ASSEMBLY INSTALLATION procedure.
(7) Perform the PILOT or COPILOT RUDDER PEDAL INSTALLATION procedure.
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Rudder Pedal Arm Inspection

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RUDDER TRIM TAB - MAINTENANCE PRACTICES
1. Rudder Trim Tab

A. Removal
(1) Perform the RUDDER REMOVAL procedure (Ref. 27-20-00).
(2) Disconnect the bonding jumper (4) from the end of the rudder tab (3). Remove the screw, nut,
and washers (2) discard the nut (Ref. Figure 201).
(3) Remove the hinge pin retention screw, washer and nut (5). Discard the nut.
NOTE: Lubricating the hinge and hinge pin with lubricant (6, Table 2, 27-00-00) will facilitate
hinge pin removal.
(4) While supporting the rudder tab (3), remove the hinge pin (1) from the hinge.
(5) Remove the tab (3) from the rudder (6).
B. Installation
NOTE: Any repair, modification, painting or replacement of the rudder or the rudder tab requires
(1) Lubricate the rudder tab hinge and the hinge pin (1) with lubricant (6, Table 2, 27-00-00) (Ref.
Figure 201).
(2) Position the rudder tab (3) on the rudder (6) and install the hinge pin (1).
(3) Secure the end of the hinge pin (1) to the tab (3) with the retention screw, washer and new nut
(5).
(5) Connect the bonding jumper (4) to the tab (3) using the screw, washer and new nut (2).
(6) Perform the RUDDER INSTALLATION procedure (Ref. 27-20-00).
BONDING-MAINTENANCE PRACTICES).
(8) Perform the RUDDER TRIM TAB FUNCTIONAL CHECK procedure (Ref. 27-20-07).
(9) Perform the RUDDER TRIM TAB FREEPLAY CHECK in this section.
C. Freeplay Check
NOTE: Visually inspect the rudder tab for any damage, for security of hinge attach point and for
tightness of the actuating system. Inconsistencies should be remedied prior to checking
the freeplay of the tab.
(1) Lubricate the rudder trim actuator with grease (Ref. Chapter 12-20-00, RUDDER CONTROL
SYSTEM LUBRICATION).
(2) Obtain a copy of Table 201.
PANELS).
(5) Apply tape (for paint protection) on the right surface of the rudder tab along the centerline of the
tab actuator 6.50 inches aft of the tab hinge line. Apply tape in the corresponding position on the
left surface of the tab. This will be the point of pressure against the tab by the push-pull scale
(11, Table 1, 27-00-00).
(6) On the upper push-pull rod (1) loosen the jam nut (2) securing the tightener (3) against the clevis
(5). Remove the cotter pin (8), nut (7), washer (6) and bolt (4). Ensure the upper push-pull rod
does not interfere with the operation of the lower push-pull rod (9) (Ref. Figure 203).
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WARNING: Ensure the trim tab freeplay fixture is securely attached to

the rudder before releasing supporting pressure to prevent
damage to equipment or injury to personnel.
(7) Secure the trim tab freeplay fixture (1) (8, Table 1, 27-00-00) to the rudder (3) so that the dial
indicator stem (5) tip is positioned on the right side surface of the rudder tab (4) 4.75 inches aft
of the tab hinge line at the upper edge of the rudder tab (4) (Ref. Figure 204).
(8) Position the dial indicator (2) so the stem(5) is depressed 0.10 inch when in contact with the tab
(4) surface initially. Turn the rotating face of the dial indicator (2) to zero. Do not reset the dial
indicator (2) during this procedure.
(9) With the push-pull scale (11, Table 1, 27-00-00) perform Steps (9) (a) thru (9) (d) and record the
dial readings on Table 201.
(a) Apply a 3 pound load against the left rudder trim tab surface. Record the dial reading as A.
(b) Release half the load until a 1.5 pound load is obtained. Record the dial reading as B.
(c) Apply a 3 pound load against the right rudder trim tab surface. Record the dial reading as
C.
(d) Release half the load until a 1.5 pound load is obtained. Record the dial reading as D.
(10) Perform the calculations to the data on Table 201 as follows:
Table 201. Rudder Trim Tab Freeplay Limits

Lower Push-Pull Rod
(__________) X 2 = (__________) - (__________) = (__________)

B 2B A X
(__________) X 2 = (__________) - (__________) = (__________)
D 2D C Y
(__________) + (__________) = (__________)
X Y E
Upper Push-Pull Rod
(__________) X 2 = (__________) - (__________) = (__________)

B 2B A X
(__________) X 2 = (__________) - (__________) = (__________)
D 2D C Y
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Table 201. Rudder Trim Tab Freeplay Limits (continued)

(__________) + (__________) = (__________)
X Y E
(11) On the lower push-pull rod (9) loosen the jam nut (10) securing the tightener (11) against the
clevis (13). Remove the cotter pin (16), nut (15), washer (14) and bolt (12) (Ref. Figure 203).
(12) On the upper push-pull rod (1), position the clevis (5) on the upper rudder tab horn and install
(13) Repeat Steps (8) and (9) to test the upper push-pull rod (1) freeplay.
(14) If freeplay of the trim tab is within the allowable limit, the trim tab and its linkage are in good
condition.
(15) If the freeplay is excessive, disconnect the trim tab actuator rods (1 and 9) and visually inspect
the bolts (4 and 12) and bearings for indications of excessive wear. Replace excessively worn
parts.
checked for excessive end play and/or be replaced (Ref. 27-20-05).
(17) Remove the trim tab freeplay fixture (1) and tape from the rudder (3) (Ref. Figure 204).
(18) On the upper push-pull rod (1), loosen the jam nut (2) and remove the bolt (4), washer (6) and
nut (7) (Ref. Figure 203).
(19) On the lower push-pull rod (9), position the clevis (13) on the lower rudder tab horn and install
(20) On the upper push-pull rod (1), position the clevis (5) on the upper rudder tab horn and install
(Ref. Figure 205).
PANELS).
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Rudder Trim Tab Control System

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Trim Tab Freeplay Fixture Installation

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Rudder Trim Tab Actuator Safety Wiring

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RUDDER TRIM TAB CABLES AND ACTUATORS - MAINTENANCE PRACTICES
1. Rudder Trim Tab Forward Cable

A. Removal
forward cable drum and rudder trim tab actuator cable drum to ensure
the cable is not unwound from drums.
(1) Attach a red tag on the rudder trim tab control knob with the words "Do Not Operate, Maintenance
in Progress".
(3) Remove flight compartment carpet (Ref. Chapter 25-10-01, CARPET REMOVAL).
(4) Remove the left and right pedestal side access panels.
(5) Remove the left and right forward pedestal side access panels.
(6) Remove the floor access panels 121AT, 121BT, 121CT and 121GT to gain access to the trim
tab cables being removed (Ref. Chapter 6-50-00, FLIGHT COMPARTMENT FLOORBOARD
PANELS).
(7) Remove the environmental outlet duct assembly access panel 121FT located under the pilot
seat.
(8) Remove the left side passenger seats as required to gain access to the trim tab cables being
removed (Ref. Chapter 25-20-00, SEAT REMOVAL).
(9) Remove the left side passenger carpets as required to gain access to the trim tab cables being
removed (Ref. Chapter 25-20-01, CARPET REMOVAL).
(10) Remove the left side passenger compartment floor access panels 131AT through 171DT to
gain access to the trim cables being removed (Ref. Chapter 6-50-00, CABIN FLOORBOARD
PANELS).
CAUTION: If the FA2100 Flight Data Recorder is installed on this airplane,

perform the RUDDER (YAW) TRIM CONTROL POTENTIOMETER
(SENSOR) REMOVAL procedure. Refer to Chapter 31-31-25 in the
MODEL 1900D AIRLINER FLIGHT DATA RECORDER (FA2100)
(13) Slide the conduit tubes (5) aft as required to gain access to the turnbuckles (2 and 8).
(14) On the right side of the upper pedestal, rotate the rudder trim tab control knob to approximately
align the forward cable terminal ends (3 and 4).
(15) Attach cable block (9) across both ends of the rudder trim tab aft actuator cables (10), forward
of the bracket (7) (FS 408.25) to prevent the trim cables aft of the forward cable from moving.
NOTE: Each turnbuckle barrel has a groove at one end to identify the left-hand threaded
end.
the outboard turnbuckle (8).
NOTE: To prevent "backlash" of the cable around the drum, tape the two cables together
before removal or installation of the drum in the cable guard housing (Ref. Figure
203, Detail E).
(17) Remove clips and disconnect the left-hand threads terminal end (4) from the outboard turnbuckle
(8) and attach a feed line to the terminal end. Label the feed line with the words "left-hand threads
terminal end" (Ref. Figure 202).
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of the inboard turnbuckle (2).
(19) Remove clips and disconnect the right-hand threads terminal end (3) from the inboard turnbuckle
(2) and attach a feed line to the terminal end. Label the feed line with the words "right-hand
(20) Remove the fairleads from the frames if necessary.
pulleys.
CAUTION: Do not drop the nut, washer or taper pin into the fuselage area below
the pedestal.
(23) Remove nut, washer and tapered pin (11) from the rudder trim tab control shaft forward universal
joint (12) (Ref. Figure 204, Sheet 2 of 2).
(24) Slide cable drum shaft (13) forward and remove shaft (13), cable drum (7), guard and washers
(15) from pedestal bracket.
(25) Note the position and number of washers (15) for installation of the cable drum for a 0.031 to
0.063 inch end play.
(26) Remove the cable guard and drum (7) together through the right side forward pedestal into the
cockpit area.
(27) Remove the forward cable from the airplane by routing the feed lines through the forward right
side of the pedestal and into the cockpit.
(28) Disconnect the feed lines from forward cable left and right-hand threads terminal ends and leave
feed lines in place.
(29) Unwrap the cable from the drum and remove the cable lock pin (Ref. Figure 203).
B. Installation
the cable is not unwound from drums.Where the cables pass through
structure, the areas of possible contact between the control cables and
adjacent structure must be protected with protective elements such as
grommets, rub strips, block or guide fairings. Where contact of control
cables does occur with the protective elements, a force no greater than
eight (8) ounces shall be required to move the cable to a position of no
contact. At no time should flight control cables contact metal structure
with the protective elements removed.
with a clean cloth.
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(2) Place the cable drum (3) into the guard (5). Position the cable drum (3) in the cable drum bracket
(2). Insert the drum shaft and check the end play of the cable drum of 0.031 to 0.063 inch (Ref.
Figure 206).
NOTE: Add washers (1) as required to obtain a cable drum end play of 0.031 to 0.063 inch.
(3) When the correct end play is obtained, remove the drum shaft, cable drum (3), guard (5) and
washers (1) (set aside the washers for installation). It is permissible to glue the washers (1) in
place against the forward side of the drum (3) for ease of installation.
terminal end.
terminal end.
(6) Wrap the forward cable on the cable drum as follows (Ref. Figure 203):
CAUTION: Do not kink the cable while locating the middle of the offset forward
cable. Damage to the cable will occur.
(a) Offset the terminal ends of the forward cable with the left-hand threaded terminal end side
of cable 1.50 inches longer. With the cable ends offset, carefully mark the midpoint of the
offset cable with ink or paint. With the left-handed threads terminal end side of the cable
located on the flat side of the drum, position the mark on the cable in the middle of the
cable drum slot and install the cable lock pin (Ref. Detail B).
grooves and work toward the middle of the drum (Ref. Detail C). With the drum wound,
verify that the terminal ends are still offset by 1.50 inches (Ref. Detail B).
(c) Position the cable guard over the drum and tape the forward cables together just outside
of the cable guard to prevent cable backlash at the drum (Ref. Detail E). When applying
tape to the cable, make sure the cables are separated (not crossed) so that it is easy to
identify which cable end winds off the left and right side of the drum.
(7) In the cockpit attach the right-hand threads terminal end to the feed line labeled "right-hand
(8) In the cockpit attach the left-hand threads terminal end to the feed line labeled "left-hand threads
terminal end".
ACCESS PANELS), draw the forward cables through the right side of the pedestal and then out
of the belly access panel, until the drum is close to the pedestal.
(10) Position washers (15) that were set aside in Step (3) on the forward side of the cable drum (Ref.
Figure 204).
(11) Position the cable drum (7), guard and washers (15) into the drum bracket forward of the pedestal
and install the cable drum shaft (13).
(12) On the right side of the upper pedestal, move the rudder trim tab control knob (14) to align the
slot in the forward universal joint (12) with the cable drum shaft (13) and install the tapered pin,
washer and nut (11).
(13) Identify the forward cable with the right-hand threads terminal end (6) and make sure it winds
off the left side of the drum as installed. Identify the forward cable with the left-hand threads
terminal end (5) and make sure it winds off the right side of the drum as installed. Route the
cable from the drum as follows (Ref. Figure 204, Detail B):
(a) Route the left-hand threaded terminal end cable (5) through the right pulley (8) (right side
of the belly access panel).
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(b) Route the right-hand threaded terminal end cable (6) through the aft left pulley (9) (left side
of the belly access panel area).
(c) Using the feed lines, pull the cable into the fuselage.
(d) Route right-hand threaded terminal end cable (6) through the bottom pulley (10) (lower
inboard set of pulleys at FS 104 under the pilot). This cable continues as the bottom cable
under the pilot and into the forward cabin through the fairleads.
(e) Route left-hand threaded terminal end cable (5) through the top pulley (10) (lower inboard
set of pulleys at FS 104 under the pilot). This cable continues as the top cable under the
pilot and into the forward cabin through the fairleads.
(f) Route right-hand threaded terminal end cable (2) through the bottom pulley (3) (2nd set of
pulleys, at FS 185.00) (Ref. Figure 205).
(g) Route left-hand threaded terminal end cable (1) through the top pulley (3) (2nd set of
pulleys, at FS 185.00).
(h) Route right-hand threaded terminal end cable (2) through the bottom pulley (4) (3rd set of
pulleys, at FS 201.00). This cable becomes the inboard cable as it routes aft in the cabin.
(i) Route left-hand threaded terminal end cable (1) through the top pulley (4) (3rd set of
pulleys, at FS 201.00). This cable becomes the outboard cable as it routes aft in the cabin.
(j) Route right-hand threaded terminal end cable (2) under the inboard pulley (5) (4th set of
pulleys, at FS 288.00, main spar). This cable end has the right-hand threads terminal end
(8).
(k) Route left-hand threaded terminal end cable (1) under the outboard pulley (5) (4th set of
pulleys, at FS 288.00, main spar). This cable end has the left-hand threads terminal end
(9).
(l) Using the feed lines pull the cable ends through the fuselage to the turnbuckle connections.
(m) Install cable guard pins.
to installation (Ref. Figure 202).
(15) Remove feed line, and attach the left-hand threads terminal end (4) to the turnbuckle (8).
(16) Remove feed line, and attach the right-hand threads terminal end (3) to the turnbuckle (2).
(18) Ensure that the forward cable is routed properly by verifying that the cable has been routed
pins are installed.
(19) Remove cable block (9).
(21) Perform the RUDDER TRIM TAB SYSTEM OPERATIONAL CHECK procedure (Ref. 27-20-07).
NOTE: If the FA2100 Flight Data Recorder is installed on this airplane, perform the
RUDDER (YAW) TRIM CONTROL POTENTIOMETER (SENSOR) INSTALLATION
129-590000-109.
(22) Perform the RUDDER TRIM TAB SYSTEM RIGGING procedure (Ref. 27-20-07).
(23) Ensure turnbuckles (2 and 8) have been safety clipped and slide the conduit tubes (5) over the
turnbuckles (2 and 8) between brackets (7) FS 408.25 and (6) FS 378.25. Secure the conduit
tubes (5) with tie straps (1), forward of bracket (6) and aft of bracket (7) (Ref. Figure 202).
(24) Install the left side passenger compartment floor access panels 131AT through 171DT (Ref.
(25) Install left side passenger compartment carpet (Ref. Chapter 25-20-01, CARPET
INSTALLATION).
(26) Install left side passenger compartment seats (Ref. Chapter 25-20-00,SEAT INSTALLATION).
(27) Install the environmental outlet duct assembly access panel 121FT located under the pilot seat.
(28) Install floor access panels 121AT, 121BT, 121CT and 121GT (Ref. Chapter 6-50-00, FLIGHT
(29) Install left and right pedestal side access panels.
(30) Install left and right forward pedestal side access panels.
(31) Install flight compartment carpet (Ref. Chapter 25-10-01, CARPET INSTALLATION).
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(32) Install flight compartment seats (Ref. Chapter 25-10-00, SEAT INSTALLATION).
(34) Remove the red tag from the rudder trim tab control knob.
2. Rudder Trim Tab Actuator and Cable

A. Removal
the cable is not unwound from drums.
(1) Attach a red tag on the rudder trim tab control knob with the words "Do Not Operate, Maintenance
in Progress".
(2) Remove the aft fuselage access panel (311BL) (Ref. Chapter 6-50-00, FUSELAGE ACCESS
PANELS).
(3) Remove the actuator access plate (331AL) on the vertical stabilizer (Ref. Chapter 6-50-00,
HORIZONTAL AND VERTICAL STABILIZER ACCESS PANELS).
(4) Remove elevator trim servo cover over the lower pulley bracket at canted fuselage station
605.98, if installed.
(5) Remove the left side passenger seats as required to gain access to the trim tab cables being
(6) Remove the left side passenger carpets as required to gain access to the trim tab cables being
removed (Ref. Chapter 25-20-01, CARPET REMOVAL).
(7) Remove the left side passenger compartment floor access panel 171DT (Ref. Chapter 6-50-00,
(8) Remove aft fuselage panels 181AT through 181CT to gain access to the trim tab cables being
removed (Ref. Chapter 6-50-00, CABIN FLOORBOARD PANELS).
(9) Perform the RUDDER REMOVAL procedure (Ref. 27-20-00).
(10) Loosen the large jam nuts on the double clevis.
clevis, which removes freeplay of the bolt in the hole. Loosen the outer clevis first
(the larger nut) before removing the clevis bolt.
(11) Remove cotter pins, nuts, washers and bolts (9) and disconnect the rudder tab push-pull rods
double clevis (13) from the rudder trim tab actuator (14) (Ref. Figure 211).
(13) Slide the conduit tubes (2) forward as required to gain access to the turnbuckles (5 and 7).
(14) On the right side of the upper pedestal, rotate the rudder trim tab control knob to approximately
align the aft cable terminal ends (6 and 8).
(15) Attach cable block (3) to the left and right forward cable, aft of the bracket (4) (FS 378.25) to
prevent the trim tab cables forward of the aft cable from moving.
end.
(16) Attach a tag with the words "aft cable left-hand threads terminal end" to the aft end of the inboard
turnbuckle (5).
(17) Remove clips and disconnect the left-hand threads terminal end (6) from the inboard turnbuckle
(5) and attach a feed line to the terminal end. Label the feed line with the words "left-hand
(18) Attach a tag with the words "aft cable right-hand threads terminal end" to the aft end of the
outboard turnbuckle (7).
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Rudder Trim Tab Control System

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Rudder Trim Tab Cable Turnbuckles

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Rudder Trim Tab Forward Cable Drum Wrapping

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Rudder Trim Tab Forward Cable Drum Routing

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Rudder Trim Tab Forward Cable Drum Routing

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Rudder Trim Tab Forward Cable Drum Routing to Turnbuckles

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Rudder Trim Tab Forward Drum Installation

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(19) Remove clips and disconnect the right-hand threads terminal end (8) from the outboard
turnbuckle (7) and attach a feed line to the terminal end. Label the feed line with the words
"right-hand threads terminal end".
(20) Remove the fairleads from the frames if necessary.
(21) Remove the cable stop guard (3) from the lower pulley bracket (6) at canted fuselage station
605.98 (Ref. Figure 207).
(22) Remove rudder trim cable retaining pins (5) from all sets of pulleys in the aft fuselage area.
(23) Remove safety wire from the cable stops.
(24) With assistance, carefully feed the rudder trim tab cables through the pulleys at FS 482.75 and
FS 545.00.
(25) Lubricate the rudder trim tab actuator cable terminal ends with grease (6, Table 2, 27-00-00) and
carefully feed the terminal ends through the pressure seals at FS 557.50.
(26) Continue feeding the rudder trim cables through the pulleys at canted fuselage station 605.98
and up through the vertical stabilizer bringing the cables out through the vertical stabilizer access
panel.
NOTE: Perform Steps (27), (28) and (29) only if the FA2100 Flight Data Recorder is
installed on this airplane.
(27) Disconnect the feed lines from the cable terminal ends leaving the feed lines in place.
(28) Open the DC power FLT DATA - RCDR and FDAU circuit breakers and the 26 vac power FLT
DATA - RCDR circuit breaker.
(29) Identify, tag and disconnect the jiffy junctions connecting the rudder trim position potentiometer
(sensor) electrical harness to the airplane wiring. Remove harness clamps and attaching
hardware.
(30) If the rudder trim position potentiometer requires replacement, perform the RUDDER TRIM
POSITION POTENTIOMETER (SENSOR) REMOVAL/INSTALLATION procedure. Refer to
Chapter 31-31-16 in the MODEL 1900D AIRLINER FLIGHT DATA RECORDER (FA2100)
NOTE: Note the location of bolts (5) and shim (3) (if installed) being removed for later
installation.
(31) Remove bolts (5), washers and shim (3) (if installed) from the rudder trim tab actuator (1) (Ref.
Figure 208).
(32) Remove the actuator from the airplane.
NOTE: If a used cable is installed, the cable must be dipped in corrosion preventive compound
(4, Table 2, 27-00-00). The excess should be removed by wiping with a clean cloth.
(1) Perform the RUDDER TRIM TAB ACTUATOR AND CABLE REMOVAL procedure in this section.
(2) Align the cable terminal ends together.
(3) Remove safety wire, nut (2) and lock (1) from the bronze shaft (Ref. Figure 211).
(4) Remove safety wire, screws (18) and washers (17) from the rudder trim tab actuator end cap
(3).
(5) Remove the rudder trim tab actuator end cap (3) from the rudder trim tab actuator (14).
(6) Remove the rudder trim tab actuator end cap spacer (4) from the rudder trim tab actuator (14).
(7) Carefully remove the cable drum end cap bearing (5) from the rudder trim tab actuator housing
(14).
(8) Remove cable drum (7) and cable from the rudder trim tab actuator housing (14).
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(9) Remove cable drum key (6) from the actuator shaft slot (8).
NOTE: Check the length of the cable drum key. If a 1 inch key (P/N NAS558P404-16) is
installed, replace key with a 15/16 inch length key (P/N NAS558P404-15).
(10) Unwind the cable from the cable drum (Ref. Figure 210).
(11) Remove the cable lock pin from the drum and remove the cable.
(12) Check cable for cleanliness and damage. Replace cable if necessary.
(13) Dip the cable in corrosion preventative compound (4, Table 2, 27-00-00). Remove excess
corrosion preventative compound by wiping with a clean cloth.
(14) Attach a tag labeled "left-hand threads terminal end" to the cable left-hand threads terminal end.
(15) Attach a tag labeled "right-hand threads terminal end" to the cable right-hand threads terminal
end.
(16) Wrap the rudder trim tab actuator cable on the cable drum as follows (Ref. Figure 210):
(a) Align the terminal ends of the rudder trim tab actuator cable together and mark the middle
of the rudder trim actuator cable with ink or paint.
(b) Locate the side of the rudder trim tab actuator cable with the left-hand threaded terminal
end. Position the left-hand threads terminal end side of the cable on the actuator housing
side of the cable drum. Position the middle of the cable in the middle of the cable drum
slot and slide the cable lock pin in place (Ref. Detail B).
(c) From the lock pin, fully wrap each cable end around the drum beginning with the outside
grooves and work toward the middle of the drum (Ref. Detail C).
(17) Check the measurement from the actuator housing (14) to the center of the rod ends (22).
Measurement must be 2.50 ± 0.03 inches. If necessary, rotate the shaft to obtain measurement
(Ref. Figure 211).
(18) Position the cable drum key (6) into the actuator shaft slot (8) and slide the drum (7) over the
cable drum key (6) and into the rudder trim tab actuator housing (14). Check to ensure the drum
key (6) is even with the cable drum (7).
(19) Carefully install the cable drum end cap bearing (5) in the rudder trim tab actuator housing (14).
(20) Safety wire holes of the rudder tab actuator end cap must face outward and be positioned away
from the center of the actuator. Position the rudder tab actuator end cap (3) to the rudder trim
actuator (14).
(21) Install washers (17) and screws (18) in the rudder trim tab actuator end cap (3) and secure with
safety wire.
(22) Install the rudder trim tab actuator end cap spacer (4) in the rudder trim tab actuator housing
(14). The slots on the spacer are pointing out. Align one slot of the spacer with the shaft slot (8).
(23) Place the key (1) onto the nut (2) and position the nut (2) and key (1) with the shaft slot (8) and
one slot of the spacer (4). Screw nut (2) onto shaft and torque nut 85 to 100 inch pounds. Secure
nut (2) and key (1) with safety wire.
(24) With cable terminal ends together within 0.00 ± 0.12 inch, check the measurement from the
actuator housing (14) to the center of the rod end (22) for 2.50 ± 0.03 inches.
Steps:
(a) Remove safety wire from the jam nuts (21) to the tab washers (20).
(b) Loosen jam nuts (21) on rod ends (22).
(c) Pull the plate (dog bone) (19) from the rod slots enough to unlock the rods.
(d) Rotate the rod ends (22) to obtain measurement of 2.50 ± 0.03 inches. The rod ends (22)
threads must be visible through the actuator rod inspection hole (23).
(e) Push the plate (dog bone) (19) against the rod slots enough to lock the rods.
(f) Tighten the jam nuts (21) to the tab washer (20).
(g) Install safety wire from the jam nuts (21) to the tab washers (20).
(26) Move the rudder trim tab actuator cable to ensure that the actuator operates smoothly.
(27) Proceed to the RUDDER TRIM TAB ACTUATOR AND CABLE INSTALLATION procedure in this
section.
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C. Installation
the cable is not unwound from drums.Where the cables pass through
structure, the areas of possible contact between the control cables and
adjacent structure must be protected with protective elements such as
grommets, rub strips, block or guide fairings. Where contact of control
cables does occur with the protective elements, a force no greater than
eight (8) ounces shall be required to move the cable to a position of no
contact. At no time should flight control cables contact metal structure
with the protective elements removed.
NOTE: If a used cable is installed, the cable must be dipped in corrosion preventive compound
(4, Table 2, 27-00-00). The excess should be removed by wiping with a clean cloth.
(1) Align the rudder trim tab actuator mounting holes and install shim (3) (if installed), washers and
bolts (5) (Ref. Figure 208).
(2) Bond shim (3) to the rudder trim tab actuator (1) flange using adhesive (17, Table 2, 27-00-00).
(3) Attach feed lines to the rudder trim tab actuator cable (4) terminal ends.
(4) With assistance, carefully feed the rudder trim cables (4) down through the vertical stabilizer and
through both sets of pulleys at canted fuselage station 605.98.
(5) Route the right-hand threaded terminal end cable through the left pulley of the upper set of
pulleys at canted station 605.98 (Ref. Figure 201 for general location of pulleys).
(6) Route the left-hand threaded terminal end cable through the right pulley of the upper set of
pulleys at canted station 605.98.
(7) Route the right-hand threaded terminal end cable through the left pulley of the lower set of pulleys
at canted station 605.98.
(8) Route the left-hand threaded terminal end cable through the right pulley of the lower set of pulleys
at canted station 605.98.
(9) Lubricate the right-hand threaded terminal end cable with grease (1, Table 2, 27-00-00) and
carefully feed the terminal end through the left pressure seal at FS 557.50.
(10) Lubricate the left-hand threaded terminal end cable with grease (1, Table 2, 27-00-00) and
carefully feed the terminal end through the right pressure seal at FS 557.50.
(11) Route the right-hand threaded terminal end cable through the outboard pulley at FS 545.00.
(12) Route the left-hand threaded terminal end cable through the inboard pulley at FS 545.00.
(13) Route the right-hand threaded terminal end cable through the outboard pulley at FS 482.75 to
the turnbuckle (7) in the aft fuselage area (Ref. Figure 209).
(14) Route the left-hand threaded terminal end cable through the inboard pulley at FS 482.75 to the
to installation.
end.
(17) Remove feed line, and attach the right-hand threads terminal end (8) to the turnbuckle (7).
(18) Tension the rudder trim tab cable sufficient to prevent slack.
(19) Verify that the cable is routed properly as described in Steps (4) through (14).
(20) Remove all tags from the cables and turnbuckles.
(21) Fill the pressure seal and lubricate the cables to one inch beyond the length of cable travel
through the pressure seals with grease (1, Table 2, 27-00-00).
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(22) Install all cable guard pins removed from pulley brackets.
(23) Install the cable stop guard (3) to the lower pulley bracket (6) located at canted fuselage station
605.98 (Ref. Figure 207).
(24) Remove cable block (3) from trim tab cables in the aft fuselage area (Ref. Figure 209).
(25) Connect the rudder trim tab actuator push-pull rods (10) to the actuator rod ends (22) (Ref.
Figure 211).
(26) Check the measurement of the actuator rods (10) for 18.75 ± 0.06 inches in length.
Steps:
(a) Loosen jam nuts (11) on the outer double clevis (13).
(b) Rotate the adjustment stud (12) until measurement is obtained.
(c) Tighten jam nuts (11) on the outer double clevises (13) and check measurement.
NOTE: Perform Steps (28), (29) and (30) only if the FA2100 Flight Data Recorder
is installed on this airplane.
(28) Position the rudder trim position potentiometer (sensor) electrical harness in the airplane.
Install the harness clamps and attaching hardware. Connect the jiffy junctions to connect the
potentiometer electrical harness to the airplane wiring.
(29) Close the DC power FLT DATA - RCDR and FDAU circuit breakers and the 26 vac power FLT
(30) If the rudder tab actuator was replaced, ensure all requirements of the RUDDER TRIM
POSITION POTENTIOMETER (SENSOR) INSTALLATION procedure have been completed.
Refer to Chapter 31-31-16 in the MODEL 1900D AIRLINER FLIGHT DATA RECORDER
(31) Perform the RUDDER INSTALLATION procedure (Ref. 27-20-00).
(32) Perform the RUDDER TRIM TAB SYSTEM RIGGING procedure (Ref. 27-20-07).
(33) Secure the turnbuckles with the safety clips.
(34) Install safety wire to the cable stops.
(35) Install elevator trim servo cover over the lower pulley bracket at canted fuselage station 605.98,
if installed.
(36) Install the aft fuselage access panel 311BL (Ref. Chapter 6-50-00, FUSELAGE ACCESS
PANELS).
(37) Install the actuator access plate 331AL on the vertical stabilizer (Ref. Chapter 6-50-00,
(38) Install the left side passenger compartment floor access panel 171DT (Ref. Chapter 6-50-00,
(39) Install aft fuselage panels 181AT through 181CT to gain access to the trim cables being removed
(40) Install the left side passenger carpets as required (Ref. Chapter 25-20-01, CARPET
INSTALLATION).
(41) Install the left side passenger seats as required (Ref. Chapter 25-20-00, SEAT INSTALLATION).
(42) Remove the red tag from the rudder trim tab control knob.
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Cable Stop Guard and Retaining Pin

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Rudder Trim Tab Actuator Installation

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Rudder Aft Trim Tab Cable Turnbuckles

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Rudder Trim Tab Actuator Cable Drum Wrapping

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Rudder Trim Tab Actuator Assembly

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RUDDER TRIM TAB CONTROL - MAINTENANCE PRACTICES
1. Rudder Trim Tab Control

A. Removal
(1) Remove the right flight compartment pedestal side panel.
(2) Position the rudder trim control dial (2) to 0 (Ref. Figure 201).
(3) Loosen the setscrew (7) in the rudder trim control knob (1).
(4) Remove the rudder trim control knob (1).
(6) Pull up and remove the rudder trim control dial (2).
(7) Remove the gear (3).
(8) Through the right side pedestal, remove the safety wire from the upper portion of the universal
joint (6) securing the upper pin (5).
(9) Remove the upper pin (5) from the universal joint (6).
(10) Remove the shaft (4) from the pedestal.
B. Installation
(1) Install the shaft (4) into the pedestal (Ref. Figure 201).
(2) Through the right side pedestal, install the upper pin (5) into the universal joint (6) and safety
wire.
(3) Install the gear (3).
(4) Install the rudder trim control dial (2).
(6) Install the rudder trim control knob (1). Apply threadlock (8, Table 2, Chapter 52-00-00) to the
(7) Perform the RUDDER TRIM TAB ADJUSTMENT procedure in this section.
(8) Install the right flight compartment pedestal side panel.
C. Inspection
(1) Position the rudder trim control dial (2) to 0 (Ref. Figure 201).
(2) Loosen the setscrew (7) in the rudder trim control knob (1).
(4) Pull up and remove the rudder trim control dial (2).
(5) Inspect the gear (3) and the shaft (4) for distortion and missing teeth.
(6) Install the rudder trim control dial (2).
2. Rudder Trim Tab Indicator

A. Adjustment
(1) Remove aft fuselage access panel 312BR (Ref. Chapter 6-50-00, FUSELAGE ACCESS
PANELS).
(3) Loosen the setscrew (7) in the side of the rudder trim control knob (1) (Ref. Figure 201).
(6) Pull the rudder trim control dial (2) up until it turns freely.
(7) Turn the dial (2) to the desired position and lower to engage the gear (3).
(11) Install aft fuselage access panel 312BR (Ref. Chapter 6-50-00, FUSELAGE ACCESS PANELS).
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Rudder Trim Tab Control

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RUDDER TRIM TAB CONTROL RIGGING - MAINTENANCE PRACTICES
1. Rudder Trim Tab Control System

A. Rigging
WARNING: Perform all Steps of this procedure, in the order listed. Do not
skip any Steps of this procedure. Failure to do so may result in
injury to personnel and damage to equipment.The rudder control
system must be properly rigged before the rudder trim tab system
can be rigged. Failure to do so may result in injury to personnel
and damage to equipment.
fairings. Where contact of the control cables does occur with the
protective elements, a force no greater than eight (8) ounces shall be
required to move the cables to a position of no contact. At no time
should flight control cables contact metal structure with the protective
elements removed.
(1) Remove left side passenger compartment seats as necessary to access floorboard panels for
rudder trim tab cable turnbuckle access (Ref. Chapter 25-20-00, SEAT REMOVAL).
(2) Remove left side passenger compartment carpet as necessary to access floorboard panels for
rudder trim tab cable turnbuckle access (Ref. Chapter 25-20-01, CARPET REMOVAL AND
INSTALLATION).
(3) Remove left side passenger compartment floorboards 171BT and 171CT for rudder trim tab
cable turnbuckle access (Ref. Chapter 6-50-00, CABIN FLOORBOARD PANELS).
(4) Remove the aft fuselage access panels 311BL and 312BR (Ref. Chapter 6-50-00, FUSELAGE
ACCESS PANELS).
(5) Remove vertical stabilizer panel 331AL, if required to shim rudder trim tab actuator (Ref. Chapter
6-50-00, HORIZONTAL AND VERTICAL STABILIZER ACCESS PANELS).
(6) Airplanes equipped with Mechanical Steering (Ref. Chapter 32-50-00, Mechanical Steering -
Maintenance Practices) must have the steering system as if the airplane was in flight. The
airplane must be placed on jacks and the steering disconnect actuator must be in the extended
position. This is accomplished by performing the following:
(a) Perform THREE-POINT JACKING (PREFERRED PROCEDURE) procedure (Ref.
Chapter 7-10-00).
(b) Perform APPLYING GROUND POWER procedure (Ref. Chapter 24-40-00). The
Mechanical Steering Disconnect Actuator should extend.
(c) Verify that the Mechanical Steering Disconnect Actuator located on the left side of the nose
landing gear wheel well is in the extended position.
(d) Preform REMOVING GROUND POWER procedure (Ref. Chapter 24-40-00).
(7) Install rig pin (2) (7, Table 1, 27-00-00) in the rudder aft torque shaft (1) assembly. Using minimum
force try to manually move the rudder to verify proper rig pin installation (Ref. Figure 204).
(9) Perform the RUDDER TRIM TAB TRAVEL BOARD INSTALLATION procedure (Ref. 27-00-02).
(10) Through the left side aft fuselage floorboard panels remove the tie straps (1) securing the conduit
tubes (5) over the rudder trim cables (Ref. Figure 205).
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tension.
(b) Measure the temperature in the compartment next to the rudder trim tab cables near the
turnbuckles in the aft passenger compartment.
(c) Refer to Rudder Trim Tab Cable Tension Graph Figure 201, and read the pounds of tension
turnbuckles and measure the cable tension of both cables. Cable diameter is noted in
Figure 201.
NOTE: Cable tension tolerance is +3/ -2 pounds of the tension found in Figure 201.
(13) If no adjustment is needed, proceed to Step (14). If adjustment is needed, perform the following
Steps:
(a) Remove the safety clips from the rudder trim tab cable turnbuckles.
WARNING: If cable tension at any time is below 5 pounds, check all

rudder trim system cable drums and pulleys for proper
cable engagement.
(b) Adjust the cable tension by adjusting both turnbuckles equally to the tension value needed
at the current temperature found in Figure 201.
NOTE: Each turnbuckle barrel has a groove at one end to identify the left hand
threaded end.
(c) Using the rudder trim control knob on the pedestal cycle the trim tab system three times to
equalize the cable tension throughout the trim tab system and recheck the cable tension.
If tension is out of limits, repeat Step (13)(b).
(d) Install the safety clips to the rudder trim tab cable turnbuckles.
(14) Slide the conduit tubes (5) forward as required to cover the rudder trim tab cable turnbuckles (2
and 8) (Ref. Figure 205).
(15) Secure the conduit tubes (5) with tie straps (1), forward of bracket (6) and aft of bracket (7).
(17) Using minimum force, move the rudder to the full left or full right position to access the rudder
trim tab actuator housing and rod ends.
(18) Using the rudder trim control knob on the pedestal move the trim cables to obtain 2.47 inches
from the rudder trim actuator housing (5) to the center of the rod end (13). (Ref. Figure 202).
(19) Move rudder back to neutral (0° deflection).
(20) Install rig pin (2) (20, Table 1, 27-00-00) in the rudder aft torque shaft (1) assembly. Using
minimum force try to manually move the rudder to verify proper rig pin installation. (Ref. Figure
204).
NOTE: With the dimension required in Step (18) properly set, the rudder rig pin installed
and the rudder at neutral, the rudder trim tab must also be at neutral (0° deflection).
(21) Check the rudder trim tab for neutral (0° deflection).
Steps:
(a) Loosen large jam nuts (10) and disconnect the rod clevises (11) from the dual rudder trim
tab horns (4) (Ref. Figure 202).
(b) Adjust the push-pull rods (7) by loosening the two jam nuts (8) on the adjustment stud (9)
and rotating the adjustment stud (9) to bring the rudder trim tab to 0° position.
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(c) Adjust each push-pull rod (7) separately to match each other. After adjustment, each end
of each adjustment stud (9) must be visible through the inspection holes (14).
(d) Tighten the jam nuts (8), taking care not to alter push-pull rod (7) adjustments and install
0.032 inch safety wire through the jam nuts (8) and adjustment studs (9).
NOTE: Both bolts must be installed with the heads of the bolts up.
(e) Temporarily install the rod clevises (11) to the dual rudder trim tab horns (4) with bolts,
washers, and nuts.
(23) Rotate the rudder trim control knob on the pedestal to the full nose left stop. Verify the cable
stop (2) contacts the cable stop guard (3) located in the aft fuselage area (Ref. Figure 203).
(24) Using the rudder trim tab travel board (4, Table 201, 27-00-02), check the rudder trim tab for a
deflection of 15° to 16.5° right from neutral.
(25) Rotate the rudder trim control knob on the pedestal to the full nose right stop. Verify the cable
stop (2) contacts the cable stop guard (3) located in the aft fuselage area.
(26) Using the rudder trim tab travel board (4, Table 201, 27-00-02), check the rudder trim tab for a
deflection of 15° to 16.5° left from neutral.
Steps:
(a) Remove safety wire (1) from the cable stop(s) (2) located in the aft fuselage area.
(c) Tighten cable stop(s) (2) and torque 40 to 45 inch-pounds and safety wire (1).
NOTE: Wrap five turns on each end of safety wire on end opposite to cable stop
contact area.

(28) Using the rudder trim control knob on the pedestal move the rudder trim tab to 0° (neutral)
position, per the travel board.
(29) Using rudder travel board with the rudder trim travel board, perform the following:
(a) Remove the rig pin (2) (20, Table 1, 27-00-00) from the rudder aft torque shaft (1) (Ref.
Figure 204).
(b) Disconnect the trim tab from the push-pull rods and align the trim tab with the rudder.
(c) Move the rudder surface to the full left position. Measurement should be 25° +1°/ -0°
deflection.
(d) Connect the trim tab to either push-pull rod by inserting one bolt. Using the trim travel
board, measure the trim tab position. The trim tab must be 4°±1° left at full left rudder.
(e) Disconnect the trim tab from the push-pull rod and align the trim tab with the rudder.
(f) Move the rudder surface to the full right position. Measurement should be 25° +1°/ -0°
deflection.
(g) Connect the trim tab to either push-pull rod by inserting one bolt. Using the trim travel
board, measure the trim tab position. The trim tab must be 4°± 1° right at full right rudder.
Steps:
(a) A maximum of one laminated shim (P/N 130-524031-3) may be placed between the adapter
and the base of the actuator (Ref. Figure 206).
(b) Adjustment of the actuator is accomplished by removing laminations from the shim as
required to obtain the correct anti-servo trim tab position.
NOTE: To increase the anti-servo, install shim under the left side of the actuator flange.
To decrease anti-servo, install the shim under the right side of the actuator
flange. Add or remove shim laminations under only one side of the actuator.
(c) Repeats Steps (28) through (30).
NOTE: Both bolts must be installed with the heads of the bolts up.
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(31) Install the rod clevises (11) to the dual rudder trim tab horns (4) with bolts, washers, nuts and
cotter pins.
(32) Tighten large jam nuts (10) against rod clevises (11).
(33) Install a rig pin (2) (20, Table 1, 27-00-00) in the rudder aft torque shaft (1) (Ref. Figure 204).
(34) Rotate the rudder trim tab control knob on the pedestal so the trim tab is positioned at neutral (0°
deflection). The 0 mark on the trim tab indicator must align with the triangle mark on the pedestal
edgelighted panel. If required, perform the RUDDER TRIM TAB INDICATOR ADJUSTMENT
(35) Turn the rudder trim tab control knob on the pedestal counterclockwise, verify that the trim tab
moves right.
(36) Turn the rudder trim tab control knob on the pedestal clockwise, verify that the trim tab moves
left.
(37) Remove the rig pin (2) from the rudder aft torque shaft (1).
(38) Perform the RUDDER OPERATIONAL CHECK procedure (Ref. 27-20-02).
(39) Remove the rudder trim tab travel board.
(41) Perform LOWERING THE AIRPLANE AFTER THREE-POINT JACKING procedure (Ref. 7-10-
00, JACKING).
(42) Install vertical stabilizer panel 331AL, if removed (Ref. Chapter 6-50-00, HORIZONTAL AND
VERTICAL STABILIZER ACCESS PANELS).
(43) Install the aft fuselage access panels 311BL and 312BR (Ref. Chapter 6-50-00, FUSELAGE
ACCESS PANELS).
(44) Install left side passenger compartment floorboards 171BT and 171CT, as required (Ref.
(45) Install left side passenger compartment carpet removed for floorboard access (Ref. Chapter
25-20-01, CARPET REMOVAL AND INSTALLATION).
(46) Install left side passenger compartment seats removed for floorboard access (Ref. Chapter
25-20-00, SEAT INSTALLATION).
2. Rudder Trim Tab

(1) Rotate the rudder trim tab control knob counter clockwise and make sure that the rudder trim
tab moves right smoothly with no unusual noise or binding.
(2) Rotate the rudder trim tab control knob clockwise and make sure that the rudder trim tab moves
left smoothly with no unusual noise or binding.
(3) If requirements are not met, perform the RUDDER TRIM TAB SYSTEM RIGGING procedure in
this section.
B. Functional Check
PANELS).
(3) Perform the RUDDER TRAVEL BOARD INSTALLATION procedure (Ref. 27-00-02). Verify
that the rudder is at 0°. If the rudder is not at 0°, perform the RUDDER CONTROL SYSTEM
(4) Perform the RUDDER TRIM TAB TRAVEL BOARD INSTALLATION procedure (Ref. 27-00-02).
(5) Rotate the rudder trim tab control knob counter clockwise to the full nose left position and make
sure that the trim tab moves to the full right position smoothly with no unusual noise or binding.
(6) Use the rudder trim tab travel board and verify the trim tab is 15° to 16.5° trailing edge right.
(7) Rotate the rudder trim tab control knob clockwise to the full nose right position and make sure
that the trim tab moves to the full left position smoothly with no unusual noise or binding.
(8) Use the rudder trim tab travel board and verify the trim tab is 15° to 16.5° trailing edge left.
(9) If the rudder trim tab system requires adjustment, perform the RUDDER TRIM TAB SYSTEM
RIGGING procedure in this section.
PANELS).
(12) Remove the rudder trim tab travel board.
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3. Rudder Trim Tab Cable

A. Tension Check
(1) Remove aft fuselage access panel 311BL (Ref. Chapter 6-50-00, FUSELAGE ACCESS
PANELS).
(2) Rotate the rudder trim tab control knob to the left and right three cycles to equalize system
tension.
tension.
(b) Measure the temperature in the compartment next to the rudder trim tab control cables.
(c) Refer to Rudder Trim Tab Cable Tension Graph Figure 201 and read the pounds of tension
(d) Position a cable tensiometer (9, Table 1, 27-00-00) on the rudder trim tab cables and
measure the cable tension. Cable diameter is noted in Figure 201.
NOTE: Cable tension tolerance is +3/ -2 pounds of the tension found in Figure 201.
(e) If cable tension does not require adjustment, proceed to Step (4). If cable tension requires
adjustment, perform the RUDDER TRIM TAB SYSTEM RIGGING procedure in this section.
(4) Install aft fuselage access panel 311BL (Ref. Chapter 6-50-00, FUSELAGE ACCESS PANELS).
(5) Perform the RUDDER TRIM TAB OPERATIONAL CHECK procedure in this section.
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Rudder Trim Tab Cable Tension Graph

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Rudder Trim Tab Actuator Adjustment

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Rudder Trim Tab Cable Stop

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Rudder Trim Tab Cable Turnbuckles

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Rudder Trim Tab Actuator Shim Location

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AFT RUDDER TORQUE SHAFT - REMOVAL/INSTALLATION
1. Rudder Torque Shaft

A. Removal (Refer to Figure 401)
(1) Attach a red tag to the control wheel with the words "Do Not Operate Rudder System,
(2) Remove aft fuselage and vertical stabilizer access panels 311AL, 311BL, 312AR, 312BR, 331AL,
331CL, 331FL, and 331GL (Ref. 06-50-00, 001).
(3) Remove the nut (5), washer (4) and bolt (3) that attaches the pushrod (2) from the rudder torque
tube (16) to the aft rudder torque shaft assembly (1). Install blocks or clamps to prevent unwanted
movement of the rudder (Ref. Figure 401).
(4) Install a rig pin in the forward rudder bell crank rig pin hole.
(5) Install cable blocks to the rudder left and right control cables in the aft cargo area under cargo
floorboard panel 16 on the aft side of the frame, forward of the aft pressure bulkhead.
(6) Disconnect the rudder servo cable (6) from the aft rudder torque shaft assembly (1). (Ref. 22-
10-04,201).
(7) Disconnect the Rudder Boost cable and/or the Rudder Autopilot servo (17) (Ref. Figure 401,
27-20-01,201 and 22-10-04,201).
(8) Remove and discard the safety clips from the left and right rudder aft control cable turnbuckles
(7) in the aft fuselage area.
(9) Tag and disconnect the aft rudder left control cable (8) from the turnbuckle (7 ).
(10) Tag and disconnect the aft rudder right control cable (8) from the turnbuckle (7).
(11) Tag and disconnect the aft rudder control cables (8) from the turnbuckles (7).
(12) Remove the aft rudder cables (8) from the aft rudder torque shaft assembly (1) (Ref. Figure
401).
(13) Remove the nuts (9) and washers (10) from the aft rudder torque tube shaft assembly (1) end
studs at the support bracket bearings. Discard the nuts (9) and keep the washers (10) for later
installation.
(14) Remove the 12 nuts (13), washers (12) and bolts (11) from the left and right support brackets (14)
and (15). Discard the nuts (13) and keep the bolts (11) and washers (12) for later installation.
(15) Remove the left and right support brackets (14) and (15) from the aft rudder torque shaft
assembly (1) end studs.
(16) Remove the aft rudder torque shaft assembly (1) from the aircraft.
B. Installation (Refer to Figure 401)
(1) Position the aft rudder torque shaft assembly (1) in the aircraft with the pushrod arm toward the
left side of the aircraft.
(2) Install the left and right support brackets (14) and (15) on the end studs of the aft rudder torque
shaft assembly (1). Loosely install the washers (10) and new nuts (9) on both of the aft torque
shaft assembly end studs.
(3) Attach the left and right support brackets (14) and (15) to the structure with the 12 bolts (11),
washers (12) and new nuts (13).
(4) Torque the nuts (9) on the aft rudder torque shaft assembly end studs from 60 to 72 inch/pounds.
NOTE: When using 22UTA51624 nuts, check the torque required to turn the nut when the
self locking feature is engaged. Add 60 to 85 inch pounds to this measurement to
obtain the final tightening torque.
(5) Install the aft rudder cables (8) on the aft rudder torque shaft assembly (1) (Ref. Figure 401).
(6) Remove the tags and connect the aft rudder cables (8) to the turnbuckles (7). Do not tighten the
rudder cables to the required cable tension at this time.
(7) Remove the blocks from the rudder cables (8).
(8) Remove the blocks or clamps used to prevent the rudder from unwanted movement.
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WARNING: Any time push-pull rods are installed or adjusted, the

inspection holes near the ends of the rods must be checked
to make sure that the threads of the end fittings are visible.
The threads must be visible in the holes.
(9) Install the pushrod (2) on the aft rudder torque shaft pushrod arm with the bolt (3), washer (4)
and nut (5).
(10) Remove the rig pin from the forward rudder bell crank rig pin hole.
(11) Perform the RUDDER CONTROL SYSTEM RIGGING procedure (Ref. 27-20-02, 201). Make
sure that the safety clips are installed in the turnbuckles (7) after the rudder control system rigging
is completed.
(12) Connect the rudder servo cable (6) to the aft rudder torque shaft assembly (Ref. 22-10-04,201).
(13) Install cargo floorboard panel 16 on the aft side of the frame, forward of the aft pressure bulkhead.
(Ref. 06-50-00, 001).
(14) Install aft fuselage and vertical stabilizer access panels 311AL, 311BL, 312AR, 312BR, 331AL,
331CL, 331FL, and 331GL (Ref. 06-50-00, 001).
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Ruddder Torque Tube

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FLIGHT CONTROL ASSIST SYSTEMS - DESCRIPTION AND OPERATION
1. General
A. Yaw Damp System
The Yaw Damp System is installed on airplanes not equipped with an autopilot to aid the pilot with
directional control.
The yaw damp portion of this system senses changes in headings through a yaw rate sensor and dual
yaw damp computers in the nose avionics compartment, which it converts into directions sent to the
electric rudder servo in the aft fuselage section. The electric rudder servo in turn operates the rudder
control cables, moving the rudder in the appropriate direction to stabilize the yaw axis of the airplane.
To activate the yaw damp portion of this system, the pedestal mounted YAW ENG annunciator/switch
must be pressed and held until the self-test is complete and the yaw damp system is engaged.
Activation of this system also requires that the airplane's master BATT switch be in the ON
position and either No. 1 or No. 2 inverter be selected. The system may be disengaged by
momentarily pressing the YD DISC switch on either of the control wheels, or by pressing the YD
ENG annunciator/switch in the pedestal console.
A test circuit, which tests the functional integrity of the yaw damp system, is an integral function of
the computer and is energized by pressing and holding YD ENG annunciator/switch in the pedestal
console. A positive test of the yaw damp system is indicated when the YD ENG annunciator is lighted
and the yaw damp system is engaged (Ref Figure 1).
NOTE: A switch in the pedestal console selects which yaw damp computer will be used. The
yaw damp test must be done on both computers.
If the airplane is equipped with a Textron Aviation Inc. installed autopilot, the autopilot will incorporate
the yaw damp capabilities. Refer to the appropriate autopilot flight manual supplement for details
which may vary from the above description.
B. Rudder Boost System
The rudder boost system senses engine torque pressure from both engines through torque pressure
transmitters located on the forward right side of each engine. When differences in engine torque
pressure between the engines exceeds a preset level, the electric servo in the aft fuselage section
is activated and deflects the rudder, which assists pilot effort. Servo contribution is proportional to
engine torque pressure differential. Trimming of the rudder must be accomplished by the pilot.
Activation of the rudder boost system is through a switch in the pedestal extension, placarded
RUDDER BOOST - OFF - YAW CONTROL TEST. Switching to the RUDDER BOOST position turns
the system on. The rudder boost system is disabled if the RUDDER BOOST switch is OFF and is
interrupted when the DISC TRIM/AP YD switch on the control wheel is depressed to the first level.
A yellow caution annunciator, RUD BOOST OFF, is provided on the CAUTION/ADVISORY
annunciator panel to indicate when the rudder boost control switch is in a position other than
RUDDER BOOST (on).
If the airplane is equipped with a Textron Aviation Inc. installed autopilot, the autopilot will incorporate
the rudder boost capabilities. Refer to the appropriate autopilot flight manual supplement for details
which may vary from the above description.
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Yaw Damper System Wiring Diagram

Figure 1 (Sheet 1)
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Yaw Damper System Wiring Diagram

Figure 1 (Sheet 2)
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FLIGHT CONTROL ASSIST SYSTEMS - MAINTENANCE PRACTICES
1. Yaw Damp Computer

A. Removal
NOTE: Due to variations in avionics configurations on each specific airplane, the yaw damp
computers may not always be installed in the same location in each airplane.
The following steps are applicable to both of the dual computers.
(2) Open the nose compartment doors.
(3) Locate the yaw damp computer on the lower avionics shelf and loosen the thumb screws
securing the computer to the mounting tray.
(4) Carefully slide the unit from the mounting tray. the electrical connector located on the back of
the unit will disengage as the unit is removed.
B. Installation
(2) Place the yaw damp computer in the mounting tray and carefully slide it into the tray,
simultaneously aligning the electrical connectors at the back of the unit. The electrical connector
will automatically engage as the unit is pushed into position.
(3) Raise the thumb screws into position and tighten them to secure the unit to the mounting tray.
(4) Close and secure the nose compartment doors and restore electrical power to the airplane.
2. Yaw Rate Sensor

A. Removal
(2) Open the nose compartment doors to gain access to the nose avionics compartment, and locate
the yaw rate sensor near the centerline of the airplane on the upper avionics shelf.
(3) Disconnect the electrical connector from the sensor.
(4) Remove the three screws which secure the sensor to the shelf and remove the sensor from the
airplane.
B. Installation
(2) Place the yaw rate sensor in position near the centerline of the airplane on the upper avionics
shelf in the nose avionics compartment.
(3) Install the three screws to secure the yaw rate sensor to the shelf.
(4) Install and safety wire the electrical connector.
(5) Close and secure the nose compartment doors and restore electrical power to the airplane.
3. Yaw Damp/Rudder Boost Servo

The yaw damp and rudder boost systems both use the same servo, which is similar in most respects
to the rudder servo installed with the autopilot system. Refer to Chapter 22-10-00 for maintenance of
the servo and bridle cables.
4. Rudder Boost Transducer

A. Removal
(1) Remove all electrical power from the airplane (Ref. Chapter 24-40-00, REMOVING GROUND
POWER).
(2) Remove the engine cowling (Ref. Chapter 71-10-00, COWLING REMOVAL).
(3) Remove the safety wire and disconnect the electrical connector (2) from the transducer (1) (Ref.
Figure 202).
(4) Disconnect the vent line (3) from the transducer (1).
(5) Remove the transducer (1), washer (4) and packing (5) from the torque pressure manifold (6).
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B. Installation
(1) Install a new packing (5) and washer (4) on the transducer (1) (Ref. Figure 202).
(2) Install transducer (1) in the torque pressure manifold (6).
(3) Install new packing and connect vent line (3) to the transducer (1).
(4) Connect and safety wire the electrical connector (2) to the transducer (1).
(5) Install the engine cowling (Ref. Chapter 71-10-00, COWLING INSTALLATION).
(6) Restore electrical power to the airplane (Ref. Chapter 24-40-00, APPLYING GROUND
POWER).
C. Functional Check
(1) Remove the pressure line from the manifold.
(2) Remove the safety wire and disconnect the electrical connector from the transducer.
(3) Allow the rudder boost transducer to stabilize at room temperature.
(4) Connect the torque calibrator (Ref. 25, Table 1, 27-00-00) or torque pressure tester (26, Table
1, 27-00-00) to the manifold.
(5) Connect a voltmeter (10, Table 1, 27-00-00) and power supply to the transducer, apply 28.0 ±
0.1 vdc to the transducer (Ref. Figure 201).
(6) Apply pressure to the manifold at a slow steady rate until 60 psi is indicated on the pressure
gage. As the pressure rises, record the output voltage for each input pressure setting listed in
Table 201. The output voltage must fall within the range shown in Table 201 for each specific
setting.
(7) Slowly reduce the pressure; as the pressure lowers record the output voltage for each input
pressure setting listed in Table 201. The output voltage must fall within the range shown in
Table 201 for each specific setting. Replace any transducer that fails to meet the requirements
of this test procedure.
(8) Bleed the pressure down to 0 psi and disconnect the test equipment.
(9) Install the pressure line to the manifold and add a step to connect and safety wire the electrical
connector th the transducer.
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Table 201. Rudder Boost Transducer Functional Test Values
Reference Pressure (PSI) Output Tolerance in VDC

0 ± 0.6 +0.450 to +0.550
20 ± 0.6 +2.117 to +2.217
30 ± 0.6 +2.950 to +3.050
40 ± 0.6 +3.783 to +3.883
60 ± 0.6 +5.450 to +5.550
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Rudder Boost Transducer Functional Test Schematic

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Rudder Boost Transducer Installation

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ELEVATOR SYSTEM - MAINTENANCE PRACTICES
1. Elevator
A. Removal

perform the LINK ASSEMBLY removal portion of the ELEVATOR
SURFACE POSITION SYNCHRO TRANSMITTER (SENSOR)
REMOVAL procedure. Refer to Chapter 31-31-12 in the MODEL 1900D
NOTE: Removal of the elevator static wicks will prevent accidental damage (Ref. Chapter
23-60-00, STATIC DISCHARGE - MAINTENANCE PRACTICES).
(1) Remove access panels 333ATC and 333BTC (Ref. Chapter 06-50-00, HORIZONTAL AND
(2) Remove access panels 331FL on the left and right side of the vertical stabilizer (Ref. Chapter
(3) Move the elevator surface (1) and install a rig pin (3) (20, Table 1, 27-00-00) in the elevator aft
bellcrank through the vertical stabilizer (4). Look at the opposite side of the vertical stabilizer to
verify that the rig pin has protruded. Using minimum force try to manually move the elevators up
and down to verify that the rig pin is correctly installed and that the elevators do not move (Ref.
Figure 204).
(4) Remove elevator mount bolt access plugs (2) from the top and bottom of the elevator surface
NOTE: The double clevis ends (3) on the trim tab push-pull rods (4) are designed to tighten
the outer clevis with a binding action against the clevis bolt (6) and the inner clevis,
which prevents turning of the bolt in the hole. Loosen the outer clevis first (the larger
nut) (5) before removing the clevis bolt (6) (Ref. Figure 205).
(5) Loosen the clevis jam nuts (5) and remove the safety wire, bolts, washers, nuts, and cotter pins
(6) and disconnect the push-pull rods (4) from the elevator trim tab control horns (2). Do not
change the adjustment of the push-pull rod (4) ends.
(6) Disconnect the three bonding jumpers (9) between the elevator (1) and the horizontal stabilizer
hinge bracket (8) (Ref. Figure 201).
NOTE: Observe the number and position of washers (7) and the position of the safety wire
bracket (2) in order to facilitate installation (Ref. Figure 202).
(7) Remove the safety wire (3), bolt (4), safety wire bracket (2), and washers (7) which attach the
torque tube (9) to the support bracket (8).
(8) Remove the nuts and washers (5) from the mount bolts (3) (Ref. Figure 201).
(9) Remove bolt, nut, and washer (10) and disconnect the elevator push-pull rod (5) from the
elevator control horn (6) (Ref. Figure 202).
NOTE: Note the length and position of each bolt (3) for reference upon installation.
Bushings (11) may stay with the bolts during removal: if they do, note their length
and position (Ref. Figure 201).
(10) With assistance, remove the mount bolts (3) from brackets (4) and carefully remove the elevator
(1) from the horizontal stabilizer.
(11) Perform the ELEVATOR INBOARD, CENTER AND OUTBOARD HINGE INSPECTION
procedure in this section. Repair or replace parts as required.
B. Installation
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WARNING: Any time the push-pull rods are installed or adjusted, the
inspection hole near the ends of the push-pull rods must be
checked to ascertain that the threads of the end fittings are visible.
NOTE: Any repair, modification, painting or replacement of the elevator or trim tab will require
balancing (Ref. Chapter 55-20-00, BALANCING PROCEDURES).
If the same elevator is being installed that was removed, inspected in accordance with the
ELEVATOR INBOARD, CENTER AND OUTBOARD HINGE INSPECTION procedure
and no maintenance has been performed upon this elevator, then proceed to Step (2).
(1) Perform the ELEVATOR INBOARD, CENTER AND OUTBOARD HINGE INSPECTION
procedure in this section. Repair or replace parts as required.
(2) If the hinge clevis bolts (6), nuts, washers, and cotter pin (10) were loosened or replaced, they
must be tightened to a torque of 40 to 50 inch-pounds. Start the procedure at the inboard hinge
and work outboard to the outboard hinge. After torquing, the bolt shall not rotate under 15 to 20
inch-pounds of torque applied to the bolt. It is permissible to tighten to 60 inch-pounds if cotter
pin holes do not align. Do not loosen the nut to align cotter pin holes. If torque requirements
cannot be met, add or remove washers as required and repeat this Step (Ref. Figure 201).
NOTE: The bolts (3) must be installed with the heads up. Ensure the bolts (3) and bushings
(11) are installed in the position noted in the ELEVATOR REMOVAL procedure.
(3) With assistance, guide the elevator (1) into position on the horizontal stabilizer. Ensure all hinges
are aligned. Install the attaching bolts (3), bushings (11), washers and nuts (5). Do not tighten
at this time.
(4) Install the bolt (4), washers (7), and safety wire bracket (2). A gap of 0.060 to 0.092 inch must be
maintained between the support bracket (8) and the safety wire bracket (2). Use an AN960-516
or AN960-516L washers as required to control the noted gap. It is permissible to install one
AN960-516 or AN960-516L washer between the support bracket (8) and the torque tube (9); if
this is done, a NAS1305-23H bolt must be used in place of the NAS1305-22H bolt. When the
above conditions are satisfied, torque the bolt 56 to 78 inch-pounds (Ref. Figure 202).
(5) Torque the inboard hinge bracket mount bolt (3) first and work outboard to the outboard hinge
bracket. Torque the mount bolts (3) 50 to 80 inch-pounds. After torquing, the mount bolt (3)
shall not rotate when 25 to 35 inch-pounds of torque is applied. If requirements can not be met
replace the mount bolt, nut, washer and bushing (3, 5 and 11) and repeat this Step (Ref. Figure
201).
(6) Connect the three bonding jumpers (9) between the elevator (1) and the horizontal stabilizer
hinge bracket (8).
(7) Perform the ELECTRICAL BONDING CHECK procedure (Ref. Chapter 20-03-00).
(8) Align the elevator push-pull rod (5) with the elevator control horn (6) and install the bolt, nut, and
washer (10) (Ref. Figure 202).
(9) Align the elevator trim tab double clevis ends (3) with the tab control horns (2) and install the
bolt, washer, nut, and cotter pin (6), then tighten the clevis jam nuts (5) (Ref. Figure 205).
(10) With full elevator down and elevator trim tab at trailing edge full down, check that there is
clearance between the elevator trim tabs and the top of the rudder at full left and full right rudder.
(11) With assistance, move the elevator from full down to full up as many times as necessary to
assure clearance between the elevators and the horizontal stabilizer. Inspect for 0.137 inch
minimum clearance between the leading edge (nose) of the elevators and any part of the
horizontal stabilizer trailing edge at any position of the elevators.
(12) Move the elevators from full down to full up as many times as necessary to assure clearance
between the elevators and the aft fairing. Inspect for 0.12 inch minimum clearance between the
inboard end of the elevators and the aft fairing (tail cone) at any position of the elevators.
(13) Move the elevator from full down to full up as many times as necessary to assure clearance
between the elevators and the horizontal stabilizer. Inspect the outboard end of the elevators
where the balance weights are installed. There must be clearance between the elevator and the
horizontal stabilizer at any position of the elevators. Examine the leading edge and the inboard
side of the balance weights for protruding screw heads.
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(14) Perform the ELEVATOR FREEPLAY CHECK procedure in this section.

(15) Perform the ELEVATOR TRIM TAB FUNCTIONAL CHECK procedure (Ref. 27-30-05).
(16) Perform the ELEVATOR FUNCTIONAL CHECK procedure (Ref. 27-30-02). If the elevators do
not pass the ELEVATOR FUNCTIONAL CHECK, perform the ELEVATOR CONTROL SYSTEM
RIGGING procedures (Ref. 27-30-02).
(17) Safety wire the elevator trim tab push-pull rods as shown in View C-C (Ref. Figure 203).
NOTE: If a FA2100 Flight Data Recorder System is installed on this airplane, perform the
LINK ASSEMBLY installation portion of the ELEVATOR SURFACE POSITION
SYNCHRO TRANSMITTER (SENSOR) INSTALLATION procedure. Refer to
CAUTION: Carefully lower the elevator surface. Do not allow the elevator to
free fall to the down position. This could cause damage to the
elevator system.
(18) Remove elevator aft bellcrank rig pin (3) (Ref. Figure 204).
(19) Install access panel 331FL on the left and right side of the vertical stabilizer (Ref. Chapter 06-
50-00, HORIZONTAL AND VERTICAL STABILIZER ACCESS PANELS).
(20) Install vertical stabilizer access panels 333ATC and 333BTC (Ref. Chapter 06-50-00,
C. Freeplay Check
NOTE: Movement or jarring of the airplane will invalidate the elevator freeplay readings. The
airplane should be placed in a hanger and no personnel in or on the airplane during
the freeplay check.
(1) Remove access panel 331FL on the left and right side of the vertical stabilizer (Ref. Chapter
(2) Move the elevator surface (1) and install a rig pin (3) (20, Table 1, 27-00-00) in the elevator aft
Figure 202).
(3) Visually inspect the elevator for any damage, integrity of the hinge attach points, and for tightness
of the actuating system.
(4) Perform the ELEVATOR TRAVEL BOARD INSTALLATION procedure (Ref. 27-00-02).
(5) Apply a piece of tape (for paint protection) on the top surface one inch forward of the elevator
trailing edge just left or right of the of the elevator travel board (6). This will be the point of
pressure against the elevator (3) by the push-pull scale (Ref. Figure 206).
(6) Apply a piece of tape in the corresponding position on the bottom surface of the elevator.
(7) Attach a scale (8) or dial indicator (1) to the elevator travel board to measure the up and down
movement at the elevator trailing edge.
(8) If using the dial indicator (1) perform the following Steps:
(a) Position dial indicator (1) so the stem (2) is 0.50 inch from the trailing edge of the elevator
(3) and is depressed 0.10 inch when in contact with the elevator (3) surface initially. Turn
the rotating face of the dial indicator (1) to zero. Do not reset the dial indicator during this
procedure.
(b) With a push-pull scale (11, Table 1, 27-00-00) against the top of the elevator (3), apply 4
pounds of downward load. Record the dial reading.
(c) Apply 4 pounds upward load on the bottom surface of the elevator. Record the dial reading.
(d) Proceed to Step (10).
(9) If using the scale (8) perform the following Steps:
(a) Attach the scale (8) to the elevator travel board (6) with tape (7).
(b) With a push-pull scale (11, Table 1, 27-00-00) against the top of the elevator (3), apply 4
pounds of downward load. Record the scale reading.
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(c) Apply 4 pounds upward load on the bottom surface of the elevator. Record the scale
reading.
(d) Proceed to Step (10).
NOTE: The maximum freeplay travel limit is the total difference between the upward
and downward load readings.
(11) If freeplay limits are exceeded, inspect all components for corrosion, cracks, wear, condition
of fasteners and loose or missing rivets. Inspect the elevator horn attachment and inboard
torque tube attachment for corrosion, cracks, wear, condition of fasteners and loose or missing
rivets. Perform the ELEVATOR INBOARD, CENTER AND OUTBOARD HINGE INSPECTION
procedure in this section. Repair or replace as required.
(12) Perform Steps (3) through (11) on the opposite elevator.
(13) Remove the elevator travel board.
elevator system.
(14) Remove elevator aft bellcrank rig pin (3) (Ref. Figure 203).
D. Inspection
This inspection is to be performed with the elevator installed.
(1) Inspect inboard, center and outboard hinge support (4) rivets in the elevator upper and lower
skin (13) and in the elevator spar (14). At the outboard hinge, the two outboard spar rivets
do not need to be inspected if the other rivets in the outboard hinge support meet inspection
requirements. If the two outboard spar rivets need to be inspected, remove the plug in the rib
just forward of the hinge support and use a borescope. Replace any loose or missing rivets (Ref.
Model 1900 Airliner Series Structural Repair Manual, Chapter 55-90-07, Figure 1).
(2) With assistance, move the elevator from full down to full up as many times as necessary to
assure clearance between the elevators and the horizontal stabilizer. Inspect for 0.137 inch
minimum clearance between the leading edge (nose) of the elevators and any part of the
horizontal stabilizer trailing edge at any position of the elevators.
(3) Move the elevators from full down to full up as many times as necessary to assure clearance
between the elevators and the aft fairing. Inspect for 0.12 inch minimum clearance between the
inboard end of the elevators and the aft fairing (tail cone) at any position of the elevators.
(4) Move the elevator from full down to full up as many times as necessary to assure clearance
between the elevators and the horizontal stabilizer. Inspect the outboard end of the elevators
where the balance weights are installed. There must be clearance between the elevator and the
horizontal stabilizer at any position of the elevators. Examine the leading edge and the inboard
side of the balance weights for protruding screw heads.
(5) Perform the ELEVATOR OPERATIONAL CHECK procedure (Ref. 27-30-02).
2. Elevator Inboard, Center and Outboard Hinge

A. Inspection
Perform this procedure at the time the elevator assembly is removed and installed or if the ELEVATOR
FREEPLAY CHECK limits were exceeded.
Inspect the rivets attaching the hinge support (4) to the elevator. Replace any loose or missing rivets
(Ref. Model 1900 Airliner Series Structural Repair Manual, Chapter 55-90-07, Figure 1).
The following information in Table 201 is for the inspection of the inboard, center and outboard hinge
attaching hardware for the left and right elevator assemblies.
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Table 201. Acceptable Dimensions for Left and Right Elevator Assembly Hinge Attaching Hardware
ITEM DIAMETER
Mount Bolt (Vertical) 0.2492 to 0.2483 inch
(Ref. Figure 201, Item 3)
Bushing Inside 0.2495 to 0.2505 inch
(Ref. Figure 201, Item 11) Outside 0.3735 to 0.3720 inch
Clevis Vertical Hole 0.250 to 0.254 inch
(Ref. Figure 201, Item 7) Horizontal Hole 0.250 to 0.254 inch
Thickness 0.720 to 0.700 inch
Bearing Inside 0.2500 to 0.2495 inch
(Ref. Figure 201, Item 12)
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Table 201. Acceptable Dimensions for Left and Right Elevator Assembly Hinge Attaching Hardware (continued)
ITEM DIAMETER
Hinge Mount Bolt (Horizontal) (Ref. Figure 0.2492 to 0.2483 inch
201, Item 6)
Hinge Support Hole for Bushing (11) 0.375 to 0.379 inch
(Ref. Figure 201, Item 4) Bolt Hole 0.250 to 0.254 inch
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Elevator Hinge Installation

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Elevator Torque Tube Installation

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Elevator Trim Tab Push-Pull Rods Safety Wire Installation

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Elevator Trim Tab Installation

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Elevator Freeplay Scale and Dial Indicator Installation

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ELEVATOR CABLES - MAINTENANCE PRACTICES
1. Elevator Forward Control Cables

A. Removal
(1) Attach a red tag to the control wheel with the words "Do Not Operate the Elevator System,
(2) Remove the co-pilot seat (Ref. Chapter 25-10-00, SEAT REMOVAL).
(3) Remove the co-pilot carpet (Ref. Chapter 25-10-01, CARPET REMOVAL AND INSTALLATION).
(4) Remove flight compartment floorboards 122BT, 122CT, 122DT, 122ET and 122FT (Ref. Chapter
(5) Remove the right side passenger seats (Ref. Chapter 25-20-00, SEAT REMOVAL).
(6) Remove the right side passenger carpet (Ref. Chapter 25-20-01, CARPET REMOVAL AND
INSTALLATION).
132AT and 142AT.
(8) Remove the right side cabin floorboards 132AT, 142AT, 152AT, 162AT, 162BT, 172AT, 172BT,
172CT, 172DT and cargo floorboard panels 181AT, 181BT AND 181CT (Ref. Chapter 06-50-00,
(9) Remove aft fuselage access panels 311BL and 311AL (Ref. Chapter 06-50-00, FUSELAGE
ACCESS PANELS).
(10) Install cable blocks to the elevator aft control cables in the aft fuselage area.
(11) Remove safety clips (5) from the elevator control cable turnbuckles (1 and 2) (Ref. Figure 202).
(12) Attach a tag with the words "forward elevator down control cable" to the forward end of the
turnbuckle (1).
(13) Attach a tag with the words "forward elevator up control cable" to the forward end of the
turnbuckle (2).
(14) Disconnect the forward elevator down control cable (4) from the turnbuckle (1) and attach a feed
line to the terminal end. Label the feed line with the words "forward elevator down control cable".
(15) Disconnect the forward elevator up control cable (3) from the turnbuckle (2) and attach a feed
line to the terminal end. Label the feed line with the words "forward elevator up control cable".
(16) Remove the pressure seals (5) located at the aft pressure bulkhead (1) at FS 557.50 (Ref. Figure
203).
(17) Remove the cable retaining pins from the elevator system pulley brackets. Refer to Figure 201
for general location of the pulleys.
NOTE: It may be necessary to remove some pulley(s) if cable passage is restricted.
(18) Remove safety wire from screw and disconnect the elevator up cable from the forward elevator
bellcrank.
CAUTION: With the control column pulled to the aft position, allowing the
control column to free fall to the forward position can cause damage
to the elevator system.
(19) With assistance, remove safety wire from screw and disconnect the elevator down cable from
the forward elevator bellcrank.
(20) With assistance, feed the forward elevator control cables through the pulleys, bringing the feed
lines to the forward elevator bellcrank.
Coil cable loosely no tighter than 29 inches in diameter.
(21) Disconnect the feed lines and leaves them in place.

B. Installation
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(2) Attach the feed line labeled "forward elevator down control cable" to the forward elevator down
control cable terminal end.
(3) Attach the feed line labeled "forward elevator up control cable" to the forward elevator up control
cable terminal end.
NOTE: More than one person will be required to route the elevator fuselage cables. Take
(4) With assistance, using the feed lines, route the forward elevator cables through the pulleys.
Refer to Figure 201 for general location of the pulleys.
(5) Feed the forward elevator control cables through the pressure bulkhead at FS 557.50.
(6) Install the pulley cable guard retaining pins and pulleys, if removed.
(7) Fill the pressure bulkhead cable seals with grease (1, Table 2, 27-00-00) and install the pressure
seals (Ref. Figure 201).
control column to free fall to the forward position can cause
damage to the elevator system.Do not over torque the cable locking
plate attachment screws or damage to the bellcranks will occur.
Maximum torque will not exceed 15 inch-pounds.
(8) With assistance, connect the forward elevator down control cable to the forward elevator
bellcrank with screw. Safety wire the screw.
(9) Connect the forward elevator up control cable to the forward elevator bellcrank with the screw.
Safety wire the screw.
installation.
(11) Remove the feed line and connect the forward elevator down control cable (4) to the elevator
down turnbuckle (1) in the aft fuselage area (Ref. Figure 202).
(12) Remove the feed line and connect the forward elevator up control cable (3) to the elevator up
(14) Make sure that the forward elevator down and forward elevator up cables are routed properly
and they are engaged in the pulleys.
(15) Remove the cable blocks from the elevator aft control cables in the aft fuselage area.
(17) Lubricate the elevator forward control cables to one inch beyond the length of travel through the
(18) Perform ELEVATOR CONTROL SYSTEM OPERATIONAL CHECK procedure (Ref. 27-30-02).
(19) Perform ELEVATOR CONTROL SYSTEM RIGGING procedures (Ref. 27-30-02).
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(22) Install aft fuselage access panels 311BL and 311AL (Ref. Chapter 06-50-00, FUSELAGE
ACCESS PANELS).
(23) Install the right side cabin floorboards 132AT, 142AT, 152AT, 162AT, 162BT, 172AT, 172BT,
172CT, 172DT, 181AT, 181BT AND 181CT (Ref. Chapter 06-50-00, CABIN FLOORBOARD
PANELS).
(24) Install closet structure and electronic equipment.
(25) Install the right side passenger carpet (Ref. Chapter 25-20-01, CARPET REMOVAL AND
INSTALLATION).
(26) Install the right side passenger seats (Ref. Chapter 25-20-00, SEAT REMOVAL).
(27) Install flight compartment floorboards 122BT, 122CT, 122DT, 122ET and 122FT (Ref. Chapter
(28) Install the co-pilot carpet (Ref. Chapter 25-10-01, CARPET REMOVAL AND INSTALLATION).
(29) Install the co-pilot seat (Ref. Chapter 25-10-00, SEAT REMOVAL).
2. ELevator Aft Control Cables

A. Removal
NOTE: Take care not to drop the cables or the lead lines into the vertical stabilizer since recovery
is difficult. Secure the lead lines with tape or ties when the cables are disconnected
from the lead lines.
(1) Attach a red tag to the control wheel with the words "Do Not Operate the Elevator System,
(2) Remove the aft cabin floorboard 181CT (Ref. Chapter 06-50-00, CABIN FLOORBOARD
PANELS).
(3) Remove horizontal access panels 332BTC, 333ATC, 333DTC, 331BL and 333BTC (Ref.
Chapter 06-50-00, HORIZONTAL AND VERTICAL STABILIZER ACCESS PANELS).
(4) Remove aft fuselage access panel 311BL (Ref. Chapter 06-50-00, FUSELAGE ACCESS
PANELS).
(5) Disconnect the autopilot servo cables (if equipped) (Ref. Chapter 22-10-05).
(6) Install cable blocks (3) to the elevator forward control cables (2 and 4) in the aft cargo area under
cargo floorboard panel 181CT on the aft side of the frame forward of the aft pressure bulkhead
(7) Remove safety clips (5) from the elevator control cable turnbuckles (1 and 2) in the aft fuselage
area (Ref. Figure 202).
(8) Attach a tag with the words "aft elevator down control cable" to the aft end of the turnbuckle (1).
(9) Attach a tag with the words "aft elevator up control cable" to the aft end of the turnbuckle (2).
(10) Disconnect the aft elevator down control cable (6) from the turnbuckle (1) and attach a feed line
to the terminal end. Label the feed line with the words "aft elevator down control cable".
(11) Disconnect the aft elevator up control cable (7) from the turnbuckle (2) and attach a feed line to
the terminal end. Label the feed line with the words "aft elevator up control cable".
(12) Remove safety wire from screws and disconnect the aft elevator control cables from aft elevator
bellcrank.
(13) With assistance, feed the aft elevator control cables up through the vertical stabilizer, bringing
the feed lines to the aft elevator bellcrank.
(14) Disconnect the feed lines and leave them in place.
Coil cable loosely no tighter than 29 inches in diameter.

B. Installation
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(2) Attach the feed line labeled " aft elevator down control cable" to the aft elevator down control
cable terminal end.
(3) Attach the feed line labeled "aft elevator up control cable" to the aft elevator up control cable
terminal end.
NOTE: More than one person will be required to route the elevator fuselage cables. Take
(4) With assistance, using the feed lines, route the aft elevator cables through the vertical stabilizer.
or damage to the bellcranks will occur. Maximum torque will not
(5) Connect the aft elevator control cables to the aft elevator bellcrank and safety wire the screws.
installation.
(7) Remove the feed line and connect the aft elevator down control cable (6) to the elevator down
turnbuckle (1) in the aft fuselage area (Ref. Figure 202).
(8) Remove the feed line and connect the aft elevator up control cable (7) to the elevator up
(10) Make sure that the aft elevator down and forward elevator up cables are routed properly.
(11) Remove the cable blocks from the elevator forward control cables in the aft cabin area forward
of the aft pressure bulkhead.
(13) Perform ELEVATOR CONTROL OPERATIONAL CHECK procedures (Ref. 27-30-02).
(14) Perform ELEVATOR CONTROL SYSTEM RIGGING procedures (Ref. 27-30-02).
(16) Connect and rig the autopilot servo cables (if equipped) (Ref. Chapter 22-10-05).
(18) Install aft fuselage access panel 311BL (Ref. Chapter 06-50-00, FUSELAGE ACCESS
PANELS).
(19) Install horizontal access panels 332BTC, 333ATC, 333DTC, 331BL and 333BTC (Ref. Chapter
(20) Install the aft cabin floorboard 181CT (Ref. Chapter 06-50-00, CABIN FLOORBOARD PANELS).
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Elevator Control System

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Elevator Control Cable Turnbuckles

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Elevator Main Control Cables

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ELEVATOR CONTROL SYSTEM - MAINTENANCE PRACTICES
1. Elevator Control System
WARNING: After May 2014, Mandatory Service Bulletin 27-4119 must be

accomplished prior to performing the following procedures.
A. Preparation
(1) Remove left lower tailcone panel 311BL (Ref. Chapter 06-50-00, FUSELAGE ACCESS
PANELS).
(2) Remove the stabilizer attachment panel 333ATC (Ref. Chapter 06-50-00, HORIZONTAL AND
(3) Remove aft fairing 333BTC (Ref. Chapter 06-50-00, HORIZONTAL AND VERTICAL
STABILIZER ACCESS PANELS).
(4) Remove the lower aft rig pin hole access panels 331FL on the left and right side of the
upper vertical stabilizer (Ref. Chapter 06-50-00, HORIZONTAL AND VERTICAL STABILIZER
ACCESS PANELS).
(6) Remove the right flight compartment carpet (Ref. Chapter 25-10-01, CARPET REMOVAL AND
INSTALLATION).
(7) Remove the right flight compartment inboard seat track.
(8) Remove the right flight compartment floorboard panels 122BT, 122DT and 122FT (Ref. Chapter
(9) Remove the right flight compartment floorboard panel 122ET (Ref. Chapter 53-40-00, RIGHT
FORWARD FLIGHT COMPARTMENT FLOORBOARD REMOVAL).
(10) Remove the forward bottom fuselage access panel 121DBC aft of nose landing gear wheel well,
if necessary for forward push-pull rod adjustment (Ref. Chapter 06-50-00, FUSELAGE ACCESS
PANELS).
(11) Remove right forward pedestal side panel to access the bobweight.
B. Rigging
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WARNING: The gust lock pin must not be used for rigging the Elevator control
system except when performing the Gust Lock Pin Check portion
of this procedure.
CAUTION: If a FA2100 Flight Data Recorder System Elevator Surface Position

Synchro Transmitter (Sensor) is installed, at the top of each elevator
horn there will be a link assembly connecting the sensor to the elevator
horn as shown in Chapter 31-31-12 of the MODEL 1900D AIRLINER
FLIGHT DATA RECORDER (FA2100) MAINTENANCE MANUAL
SUPPLEMENT, P/N 129-590000-109. This system was installed on
serials UE-362, UE-424 thru UE-439 at the factory. There may be
similar STC installations. Use caution to avoid damage to this link
assembly or the sensor.
(1) Disconnect the autopilot elevator servo cables from the primary control cables, if installed (Ref.
Figure 211).
(a) Disconnect the elevator servo lower cable (3) by removing the safety clips (6) and
completely loosen turnbuckle (7).
(b) Disconnect the elevator servo upper cable (2) from the bridle clamp (5).
(c) Position the upper and lower elevator servo cable to prevent interference with the
movement of the elevator control cables.
NOTE: Steps (2) through (11) are for the left and right elevator rigging adjustments.
(3) Move the elevator surface (1) and install a rig pin (3) (20, Table 1, 27-00-00) in the aft elevator
bellcrank through the vertical stabilizer (4). Using minimum force try to manually move the
elevators up and down to verify that the rig pin is correctly installed. Ensure that the elevators
do not move. Look at the opposite side of the vertical stabilizer to verify that the rig pin has
protruded (Ref. Figure 208).
WARNING: Make measurements from the trailing edge of the elevator

assemblies only. Improper rigging will occur if measurements
are made from elevator trim tab trailing edge.
(4) Use the travel board(s) to measure the position of the elevators (Ref. 27-00-02, READING A
TRAVEL BOARD). Both elevators must be at 0°deflection (neutral).
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Steps:
(a) Remove nut, washer and bolt (8) attaching the push-pull rod(s) (10) to the elevator control
horn(s) (4) (Ref. Figure 204).
(b) Loosen the jam nut(s) (6) on the elevator pushrod(s) (10).
(c) Rotate rod end(s) (9) until elevator(s) are at 0°deflection (neutral).
(d) Verify that the threads of the rod end(s) (9) are visible through the inspection hole(s) (12)
at the end of the pushrod(s) (10) after adjustment is completed.
(e) Tighten the jam nut(s) (6) on the elevator pushrod(s) (10).
(f) Install nut, washer and bolt (8) attaching the push-pull rod(s) (10) to the elevator horn(s)
(4).
(7) Lower the elevators to the down position. With the primary stop bolt(s) (5) contacting the elevator
control horn(s), use the travel board(s) to measure the position of the elevators. The elevators
must have down travel of 14° +1°/ -0°and the lower stop bolts (5) must be contacting their
respective elevator control horns in the down stop bolt contact area (11) (Ref. Figure 204).
following Steps:
(a) Remove the safety wire (7) from the stop bolt(s) (5) (Ref. Figure 204).
(b) Loosen the jam nut(s) (2) on the stop bolt(s) (5).
(c) Adjust the stop bolt(s) (5) so both elevators are at 14° +1°/ -0°and so the elevator control
horn down stop bolt contact area (11) on both elevator control horns are contacting their
respective down stop bolt(s) (5).
(d) When adjustment is complete, tighten the jam nut(s) (2) on the stop bolt(s) (5) and safety
wire (21, Table 2, 27-00-00).
(9) With assistance, pull the cockpit control wheel (yoke) aft and hold to maintain the elevators in
the up position.
(10) Use the travel board(s) to measure the position of the elevators. The elevators must have up
travel of 20° +1°/ -0° and the upper stop bolts (5) must be contacting their respective elevator
control horns in the up stop bolt contact area (3) (Ref. Figure 204).
(11) If no adjustments are required, proceed to Step (12). If adjustments are required, perform the
following Steps:
(a) Remove the safety wire (7) from the stop bolt(s) (5) (Ref. Figure 204).
(b) Loosen the jam nut(s) (2) on the stop bolt(s) (5).
(c) Adjust the stop bolt(s) (5) so the elevators are at 20° +1°/ -0° and so the elevator control
horn up stop bolt contact area (3) on both elevator control horns are contacting their
respective up stop bolt(s) (5).
(d) When adjustment is complete, tighten the jam nut(s) (2) on the stop bolt(s) (5) and safety
wire (21, Table 2, 27-00-00).
NOTE: The forward bellcrank rig pin must NOT be installed when measuring the cable
tensions to calculate the combined (average) tension (Tc).
tension.
NOTE: Do not measure the tension when the temperature is varying rapidly or with
the airplane located in direct sunlight.
(b) Measure the temperature in the compartment next to the elevator cables (3 and 4) near
the turnbuckles (1 and 2) (Ref. Figure 206).
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(c) Refer to Figure 202, Elevator Cable Tension Graph, and read the pounds of tension for the
(e) Record the values as T up (aft cable) and T down (fwd cable). Calculate the combined
(average) tension (Tc) by adding the T up and T down tensions together and divide by two.
Example: Tc = (T up + T down) ÷ 2.
NOTE: The combined tension (Tc) must be within a ± 8 pounds tolerance of the
tension found in Figure 202.
Cable tension adjustment, if needed, is performed later in this procedure. Do not
adjust tension at this time.
(14) Check that the forward elevator bellcrank is synchronized with the aft elevator bellcrank by
(a) Install a rig pin in the forward elevator bellcrank rig pin hole (2). The rig pin should be
inserted through the forward elevator bellcrank (4) with minimum forward and aft force of
the control column (Ref. Figure 207). If rig pin can not be installed with minimum forward
and aft force of the control column, proceed to Step (17).
(b) Visually inspect to ensure that the rig pin is properly installed through the forward elevator
bellcrank rig pin hole (2) to ensure that both the forward and aft elevator bellcranks are
synchronized (Ref. Figure 207).
(c) Raise and lower the forward rig pin while trying to move the control column forward and
aft. The rig pin should move with minimum movement of the control column.
(d) Remove the forward elevator bellcrank rig pin.
(15) If the tension meets requirements per Step (13) (e) and the forward rig pin can be installed per
Step (14) (a), proceed to Step (18) and continue checking the elevator system.
(16) If the tension does not meet requirements per Step (13) (e) and/or the forward elevator bellcrank
rig pin cannot be installed per Step (14) (a), proceed to Step (17) for adjustment.
WARNING: Changing the cable tension may affect other parts of the
elevator system. Do not adjust the cable tension per Step
(17) only. If the cable tension must be adjusted, the elevator
system must be rigged per the entire ELEVATOR CONTROL
SYSTEM RIGGING procedure.
(17) If adjustment is needed, perform the following Steps:
(a) Remove the safety clips (5) from the elevator turnbuckles (1 and 2) (Ref. Figure 206).
WARNING: When relaxing cable tension, do not relax cable tension

below 10 pounds. If cable tension is below 10 pounds,
check all elevator system pulleys for proper cable
engagement.
(b) Install the forward elevator bellcrank rig pin. If necessary, with the aft elevator bellcrank
pinned, slowly relax tension of the turnbuckles until the forward elevator bellcrank rig pin
can be installed.
(c) With the forward and aft elevator bellcrank rig pins installed, position the cable tensiometer
(9, Table 1, 27-00-00) at least three inches from the turnbuckles and measure the cable
tension of both cables. Cable diameter is noted in Figure 202. Both cables should be at
the nominal tension value ± 2 pounds found in Figure 202.
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(d) Adjust the cable tension by adjusting each turnbuckle (1 and 2) to the tension value ± 2
pounds needed at the current temperature found in Figure 202. The turnbuckles (1 and 2)
must be adjusted in opposite directions to achieve the cable tensions (Ref. Figure 206).
NOTE: (Information Only) The down cable tension is increased and the up cable
tension is decreased at this time, because the bobweight will change the cable
tension when the forward elevator bellcrank rig pin is removed.
(e) Increase the forward (down) elevator cable tension by 1/2 additional turn. Decrease the
aft (up) elevator cable tension by 1/2 turn. Both turnbuckles will be adjusted in the same
direction.
(f) Measure the elevator cable tensions to verify that the forward (down) elevator cable tension
has increased and the aft (up) elevator cable tension has decreased. If this has not been
achieved, return to Step (17) (d). If this has been achieved, proceed to Step (17) (g).
(g) Remove the forward elevator bellcrank rig pin.
(h) Position the cable tensiometer (9, Table 1, 27-00-00) at least three inches from the
turnbuckles and measure the cable tension of both cables. Cable diameter is noted in
Figure 202.
(i) Record the values as T up (aft cable) and T down (fwd cable). Calculate the combined
(average) tension (Tc) by adding the T up and T down tensions together and divide by two.
Example: Tc = (T up + T down) ÷ 2.
NOTE: The combined tension (Tc) must be within a ± 8 pounds tolerance of the
tension found in Figure 202.
(j) If the combined cable tension (Tc) is above the maximum, perform Step (17) and set the
cable tensions slightly lower while meeting the requirements of each Step.
(k) If the combined cable tension (Tc) is below the minimum, perform Step (17) and set the
cable tensions slightly higher while meeting the requirements of each Step.
(l) Install safety clips (5) on the turnbuckles (1 and 2) (Ref. Figure 206 and Chapter 20-07-00).
(m) Example: The cable tension was found to be low. With the aft elevator bellcrank rig pin
installed, the cable tension did not need to be relaxed when installing the forward elevator
bellcrank rig pin. The temperature is measured at 59° Fahrenheit. Figure 202 shows
66 pounds as the desired tension. Each turnbuckle is turned one to two turns tighter.
The tension is still low, so each turnbuckle is turned another turn tighter. With both rig
pins installed, the cable tension of the forward cable is 68 pounds and the aft cable is
65 pounds, so both cables are within ± 2 pounds of the 66 pounds per Figure 202. The
forward elevator cable turnbuckle is tightened 1/2 additional turn. The aft elevator cable
turnbuckle is loosened 1/2 turn. The tensions of both cables are measured to verify that
the forward cable tension increased and the aft cable tension decreased. The forward
elevator bellcrank rig pin is removed and the cable tension is measured. The up (aft) cable
measures 57 pounds and the down (forward) cable tension measures 75 pounds. The
combined tension is calculated:
Tc = (T up + T down) ÷ 2
Example:
T up = 57 lbs, T down = 75 lbs
57 + 75 ÷ 2 = 132 ÷ 2 = 66 lbs = Acceptable
(18) Verify that the safety clips (5) are installed on both turnbuckles (Ref. Figure 206).
(19) Remove the aft elevator bellcrank rig pin (3) (Ref. Figure 208).
(20) With assistance, manually push up on the elevator surface until the elevator control horns contact
the up stop bolts in the tail. Use a go/no-go scale (21, Table 1, 27-00-00) to verify that the forward
elevator bellcrank up stop bolt (1) has a 0.37 ± 0.06 inch clearance from the stop bracket (2)
located in the structure (Ref. Figure 201).
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elevator system.
(21) Slowly lower the elevator surface until the elevator control horns rest on the down stop bolts in the
tail. Use a go/no-go scale (21, Table 1, 27-00-00) to verify that the forward elevator bellcrank
down stop bolt (6) has a 0.31 +0.12/ -0 inch clearance from the stop bolt (5) located in the
structure.
(22) If adjustment is needed, loosen the jam nut(s) (7) on the stop bolt(s) (1 and/or 6) and adjust the
bolt(s). Check the clearance. When adjustment is completed, tighten the stop bolt jam nut(s)
(7).
WARNING: After May 2014, Ensure Mandatory Service Bulletin 27-4119 has
been accomplished and Kit 114-5060 has been installed.
CAUTION: If the bobweight stop bolt(s) (5) align with a depression in the
bobweight (7), measure the clearance from the deepest impression
(in-line with the stop bolt) to the face of the stop bolt (5).If the
impression (depression) in the bobweight is more than 0.080 inch
deep, contact Textron Aviation Customer Service.
(23) (Without Kit 114-5060 installed) Measure the bobweight stop bolt (5) clearance with the elevator
control horns resting on the down stops in the tail. The bobweight stop bolt (5) must have 0.56
+0/ -0.12 inch clearance with the bobweight (7) (Ref. Figure 203, Sheet 1).
(24) (With Kit 114-5060 installed) Measure the bobweight stop bolt(s) (5) clearance with the elevator
control horns resting on the down stops in the tail. The bobweight stop bolt(s) (5) must have
0.56 +0/ -0.12 inch clearance with the bobweight (7) (Ref. Figure 203, Sheet 2).
(a) Measure the clearance between each stop bolt (5) and the bob weight (7). The clearances
must be within 0.032 inch of each other.
(25) If adjustment is needed, loosen the jam nut(s) (4) on the stop bolt(s) (5) and adjust the bolt(s)
(5). Check the clearance. When adjustment is completed, tighten jam nut(s) (4).
(26) Remove nuts, washers and bolts (8) attaching the push-pull rods (10) to the elevator horns (4)
and discard the nuts (Ref. Figure 204).
(27) With the aft elevator bellcrank push-pull rods disconnected from the elevator horns, the forward
bellcrank down stop bolt (6) must make contact with the stop bolt (5) in the structure (Ref. Figure
201).
NOTE: The forward bellcrank down stop bolt (6) (Figure 201) must make contact before the
bobweight makes contact with the stop bolt(s) (5) without Kit 114-5060 (Ref. Figure
203, Sheet 1), With Kit 114-5060 (Ref. Figure 203, Sheet 2).
(28) Verify that the bobweight stop bolt(s) (5) have clearance. If the bobweight stop bolt(s) have
clearance, proceed to Step (30). If the bobweight stop bolt(s) (5) make contact first, connect
the elevator push rods to the elevator horns and adjust the bobweight stop bolt(s) (5) to the
maximum clearance per Step (23) without Kit 114-5060 (Ref. Figure 203, Sheet 1) or Step (24)
With Kit 114-5060 (Ref. Figure 203, Sheet 2) and adjust the forward elevator bellcrank down
stop bolt (6) to its minimum clearance per Step (21) (Ref. Figure 201).
(29) If more adjustment is needed, perform the following Steps to adjust the push-pull rod assembly
between the control column and the forward elevator bellcrank to achieve the required clearance.
If no adjustment is needed, proceed to Step (30).
(a) Measure the center to center length of the push-pull rod assembly (8). The length must be
15.17 +0.19/ -0.06 inches (Ref. Figure 201).
(b) If adjustment is needed, remove cotter pin (if installed), nut, washer, and bolt (6) from the
control column (4) and discard the nut. Loosen jam nut (2) at the base of the rod end (3).
Rotate the rod end (3) until measurement is met (Ref. Figure 205).
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(c) After adjustment, tighten the jam nut (2). The rod end (3) should have zero to seven threads
maximum exposed beyond the jam nut when the adjustment is complete. Verify threads
are visible through the tube inspection hole (5).
(d) Install the push-pull rod assembly (1) to the control column (4) with bolt, washer, new nut
and cotter pin (if installed) (6).
(30) Install bolts, washers and new self locking nuts (8) attaching the push-pull rods (10) to the
elevator horns (4) (Ref. Figure 204).
(31) Gust Lock Pin Check - Install the gust lock (control lock) pin into the control column (Ref. Chapter
27-70-00). Verify the elevators are 7° to 15° down (the elevators do not need to be on the down
stops with the gust lock pin installed). However, if the elevators are full down and resting on the
elevator control horn stop bolts (5), the force required to push on the pilot's control wheel while
inserting the gust lock pin must be a maximum of ten pounds. If the force is too high, adjust
(shorten) the push-pull tube per Step (29), then return to Step (23) or Step (24) to check the
bobweight clearance. Remove the gust lock pin.
(32) Connect the autopilot elevator servo cables to the elevator control cables, if installed (Ref. Figure
211).
(a) Connect the elevator servo upper cable (2) to bridle clamp (5).
(b) Torque the elevator servo upper cable bridle clamp bolts to 55 ±5 inch-pounds with a
minimum gap of 0.005 inch between the clamp halves.
(c) Connect the elevator servo lower cable (3) using turnbuckle (7).
(d) Perform the ELEVATOR SERVO BRIDLE CABLE TENSIONING procedure (Ref. Chapter
22-10-05).
(33) On airplanes equipped with the F1000 Flight Data Recorder, calibrate the Pitch Position
Potentiometer. Perform the FLIGHT DATA RECORDER (FDR) - PITCH ADJUSTMENT
NOTE: If a FA2100 Flight Data Recorder System is installed on this airplane, the Elevator
Surface Position Synchro Transmitter (Sensor) installation will need to be checked
and if needed, calibrated. Refer to Chapter 31-31-12 installation information
and Chapter 31-31-98 for calibration in the MODEL 1900D AIRLINER FLIGHT
129-590000-109.
WARNING: Verify elevator movement in the following Step by moving only

the cockpit control column.
(34) Final Travel Check - With assistance, move a cockpit control wheel (yoke) aft and verify the
elevator surfaces move up 20° +1°/ -0° and that the elevator stop bolts contact the elevator
control horns. Move the control wheel forward and verify the elevator surfaces move down 14°
+1°/ -0° and that the elevator stop bolts contact the elevator control horns. If these requirements
are not met, repeat this rigging procedure in its entirety.
(35) Remove the travel board(s) and tape from the horizontal stabilizer(s).
(36) Perform the ELEVATOR CONTROL SYSTEM FRICTION TEST procedure in this section.
C. Follow on Maintenance
(1) Install left lower tailcone panel 311BL (Ref. Chapter 06-50-00, HORIZONTAL AND VERTICAL
(2) Install aft fairing 333BTC (Ref. Chapter 06-50-00, HORIZONTAL AND VERTICAL STABILIZER
ACCESS PANELS).
(3) Install the stabilizer attachment panel 333ATC (Ref. Chapter 06-50-00, HORIZONTAL AND
(4) Install the lower aft rig pin hole access panels 331FL on the left and right side of the upper
vertical stabilizer(Ref. Chapter 06-50-00, HORIZONTAL AND VERTICAL STABILIZER
ACCESS PANELS).
(5) Install right forward pedestal side panel.
(6) Install the forward bottom fuselage access panel 121DBC, if removed (Ref. Chapter 06-50-00,
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(7) Install the right flight compartment floorboard panel 122ET (Ref. Chapter 53-40-00, RIGHT
FORWARD FLIGHT COMPARTMENT FLOORBOARD INSTALLATION).
(8) Install the right flight compartment floorboard panels 122BT, 122DT and 122FT (Ref. Chapter
(9) Install the right flight compartment inboard seat track.
(10) Install the right flight compartment carpet (Ref. Chapter 25-10-01, CARPET REMOVAL AND
INSTALLATION).
D. Operational Check
CAUTION: With the control column pulled to the aft position, allowing the control
column to free fall to the forward position can cause damage to the
elevator system.
(1) Pull the pilot's control wheel aft and make sure that the elevator travels to the full up position
(2) Move the pilot's control wheel forward and make sure that the elevator travels to the full down
position with no unusual noise or binding.
(3) Repeat Steps (1) and (2) with the copilot's control wheel.
(4) If requirements are not met, perform the ELEVATOR CONTROL SYSTEM RIGGING procedure
in this section.
E. Cable Tension Check
(1) Remove the elevator aft bellcrank rig pin hole access panels 331FL on the left and right side
of the vertical stabilizer (Ref. Chapter 06-50-00, VERTICAL AND HORIZONTAL STABILIZER
ACCESS PANELS).
(2) Remove left aft fuselage panel 311BL (Ref. Chapter 06-50-00, FUSELAGE ACCESS PANELS).
(3) Move either control wheel to the full forward and full aft position three to four times to equalize
system tension.
(4) Disconnect the autopilot elevator servo cables from the primary control cables, if installed (Ref.
Figure 211).
(a) Disconnect the elevator servo lower cable (3) by removing the safety clips (6) and
completely loosen turnbuckle (7).
(b) Disconnect the elevator servo upper cable (2) from the bridle clamp (5).
(c) Position the upper and lower elevator servo cable to prevent interference with the
movement of the elevator control cables.
Figure 208).
NOTE: The forward bellcrank rig pin must NOT be installed when measuring the cable
tensions to calculate the combined (average) tension (Tc).
Do not measure the tension when the temperature is varying rapidly or with the airplane
located in direct sunlight.
tension.
(b) Through the aft fuselage access panel 311BL measure the temperature in the compartment
next to the elevator cables (3 and 4) near the turnbuckles (1 and 2) (Ref. Figure 206).
(c) Refer to the Elevator Cable Tension Graph Figure 202 and read the pounds of tension for
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Elevator Forward Bellcrank Stops

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Elevator Cable Tension Graph

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Control Column Bobweight Adjustment

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Control Column Bobweight Adjustment

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Elevator Horn Stop Bolts and Push-Pull Rods

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Elevator Forward Bellcrank Push-Pull Rod Adjustment

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Elevator Cable Turnbuckle Adjustment

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Elevator Forward Bellcrank Rig Pin Installation

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(e) Record the values as T up (aft cable) (3) and T down (fwd cable) (4). Calculate the
combined (average) tension (Tc) by adding the T up and T down tensions together and
divide by two. Example: Tc = (T up + T down) ÷ 2.
NOTE: The combined tension (Tc) must be within ± 8 pounds of the tension found in
Figure 202.
(7) If the tension does not meet requirements, perform the ELEVATOR CONTROL SYSTEM
RIGGING procedure in this section.
(8) Connect the autopilot elevator servo cables to the elevator control cables, if installed (Ref. Figure
211).
(a) Connect the elevator servo upper cable (2) to the bridle clamp (5).
(b) Torque the elevator servo upper cable bridle clamp bolts to 55 ± 5 inch-pounds with a
minimum gap of 0.005 inch between the clamp halves.
(c) Connect the elevator servo lower cable (3) using turnbuckle (7).
(d) Perform the ELEVATOR SERVO BRIDLE CABLE TENSIONING procedure (Ref. Chapter
22-10-05).
(9) Remove the aft elevator bellcrank rig pin (3) (Ref. Figure 208).
(10) Install the elevator aft bellcrank rig pin hole access panels 331FL on the left and right side
of the vertical stabilizer (Ref. Chapter 06-50-00, VERTICAL AND HORIZONTAL STABILIZER
ACCESS PANELS).
(11) Install left aft fuselage panel 311BL (Ref. Chapter 06-50-00, FUSELAGE ACCESS PANELS).
(12) Perform the ELEVATOR OPERATIONAL CHECK procedure in this section.
F. Functional Check
WARNING: Verify elevator movement in the following Steps by moving

only the cockpit control column.
(2) Pull a cockpit control wheel (yoke) aft and verify the elevator surfaces move up 20° +1°/ -0° (Ref.
27-00-02, READING A TRAVEL BOARD) and that the elevator stop bolts contact the elevator
control horns. Make sure the elevator system moves smoothly without any unusual noise or
binding.
(3) Move the control wheel (yoke) forward and verify the elevator surfaces move down 14° +1°/
-0° and that the elevator stop bolts contact the elevator control horns. Make sure the elevator
system moves smoothly without any unusual noise or binding.
(4) Repeat Steps (1) thru (3) for opposite side.
(5) If the elevator surfaces do not achieve desired travel, perform the ELEVATOR CONTROL
SYSTEM RIGGING procedure in this section.
(6) Remove the elevator travel board(s).
G. Friction Check
NOTE: Take all force readings with the elevator control system completely installed: downsprings
attached, cables rigged with tension applied, bobweight mounted on control yoke, and
autopilot servo cables attached.
(1) Remove aft fuselage panel 311BL (Ref. Chapter 06-50-00, FUSELAGE ACCESS PANELS).
(2) To obtain the maximum allowable system friction Fs (max), measure the tension of both elevator
cables in the aft fuselage. Take the higher of the two readings and multiply it by a factor of 0.106.
For example:
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Fs(Max) = 0.106 x Highest Cable Tension

Fs(Max) = 0.106 x 98 lbs
Fs(Max) = 10.4 lbs
(3) Attach tie straps around the pilots or copilots control wheel and attach a push-pull gage so that
the gage is approximately center of the control wheel. Alternative method is to use a push-pull
gage attached and centered between the inboard grips of the pilot and copilots control wheels.
(4) Determine method to identify when the control wheel passes through neutral. Suggested method
is to move the elevators to neutral, install rig pin and use a non-permanent marker to mark the
control wheel tube (3) (Ref. Figure 212). Remove the rig pin.
(5) Smoothly pull the control wheel aft from full forward (elevator down) position until the elevator
passes through the neutral position and record the reading from the push-pull gage. From the
full aft (elevator up) position, slowly let the control wheel move forward until the elevator passes
through neutral and record the reading from the push-pull gage. Repeat four more times for a
total of 5 cycles, recording each cycle.
(6) Average the 5 readings from pulling the control wheel aft from full down (elevator down) and
record this value as F up.
(7) Average the 5 readings from moving the control wheel forward through neutral and record this
value as F down.
(8) With the maximum allowable system friction established, use the force measurements to
calculate the actual system friction. System friction value is obtained by taking the difference of
the F up and F down force values divided by 2, or:
Fs = (F up - F down) ÷ 2
Example:
F up = 48 lbs, F down = 32 lbs
48 - 32 ÷ 2 = 16 ÷ 2 = 8 lbs = Acceptable
NOTE: The combined downspring and bobweight force range (Fc) is 40.0 ±1.5 pounds.
(9) Combined downspring and bobweight force is obtained by adding the F up and F down values
then dividing by 2, or:
Fc = (F up + F down) ÷ 2
Example:
F up = 48 lbs, F down = 32 lbs
48 + 32 ÷ 2 = 80 ÷ 2 = 40 lbs = Acceptable
(10) If adjustment is not required, proceed to Step (11). If adjustment is required, perform the following
Steps:
(a) Remove the top horizontal access panel 332BTC (Ref. Chapter 06-50-00, HORIZONTAL
AND VERTICAL STABILIZER ACCESS PANELS).
NOTE: The downsprings can be installed in different adjustment holes. Downsprings

do not need to be adjusted equally.
(b) If Fc is above the range of 40.0 ± 1.5 pounds, decrease the downspring (1) tension
(adjust the spring shorter) by moving the spring end to another adjustment hole (2) in the
adjustment link (4) (Ref. Figure 209).
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(c) If Fc is below the proper range, increase the downspring (1) tension (adjust the spring
longer) by moving the spring end to another adjustment hole (2) in the adjustment link (4).
(e) Install the top horizontal access panel 332BTC (Ref. Chapter 06-50-00, HORIZONTAL
AND VERTICAL STABILIZER ACCESS PANELS).
(11) If system friction-force cannot be brought under the limit:
(a) Check cable installation, pulley bearings, push-pull rod ends, bellcrank bearings, the
control yoke, control column support rollers and all linkages associated with the elevator
control system.
(b) Perform the ELEVATOR INSPECTION procedures (Ref. 27-30-00).
(12) Check the outboard leading edge of the elevators for elevator counterweight screw and elevator
balance weight bolt interference.
(13) If a mark for neutral was made on the control wheel tube (3), clean the mark off the tube (Ref.
Figure 212).
(14) Install aft fuselage panel 311BL (Ref. Chapter 06-50-00, FUSELAGE ACCESS PANELS).
2. Control Column Support Roller

A. Inspection
(1) Remove the four screws (9) in each cover (10) that secure the covers over the control column
support rollers where the control column passes through the instrument subpanel (Ref. Figure
210).
(2) Inspect rollers (3 and 8), eccentric bolts (1) and nuts (5) for condition. Replace rollers with flat
spots and replace damaged parts as required. If a nut is removed, it must be replaced with a
new self-locking nut.
WARNING: Be sure the self-locking nuts (5) at the lower end of the
eccentric bolts are properly torqued. When the adjustment
is complete, the eccentric bolts must not turn or change
position.
(3) The upper two rollers are mounted on eccentric shaped bolts (1) that allow adjustment. The
lower roller (8) is mounted on a screw and is not adjustable. Adjust the two eccentric bolts on
each crew station around the control column as necessary to provide a minimum of 0.010 inch
of play between the columns and the rollers. Torque the self-locking nuts 15 to 19 inch-pounds.
(4) If applicable, remove the rig pin from the forward elevator bellcrank.
(5) Move the control columns all the way in and out to verify they are not too tight and that they do
not bind in the rollers at any position.
(6) Position the covers (10) over the control column support rollers and install four screws (9).
3. Bobweight and Stop

A. Inspection
CAUTION: Carefully lower the elevator surface. Do not allow the elevator to free fall
to the down position. This could cause damage to the elevator system.
(1) With the control column in its furthest forward, (control column in the relaxed, elevator down)
position, inspect the alignment of the bobweight (5) with the stop bolt(s) (4) without Kit 114-5060
(Ref. Figure 214, Sheet 1), With Kit 114-5060 (Ref. Figure 214, Sheet 2).
(a) Check alignment of the bobweight (5) with the stop bolt(s) (4). With side pressure applied
by hand ensure no part of the stop bolt(s) (4) protrudes beyond the face of the bobweight
(5) on either edge.
(b) Inspect for evidence of scraping along either side of the bobweight (5) by the stop bolt(s)
(4).
(c) Inspect the condition of the stop bolt(s) (4) and stop bracket (6). Inspect for evidence of
damage or deformation by contact with the bobweight bellcrank assembly (3 and 5).
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Control Column Rollers

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Elevator Servo Installation

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(2) Correct any discrepancies revealed in Step (1) above. If the stop bolt(s) (4) or Stop Bracket (6)
is bent, replace the parts. Contact BC Technical Support for assistance.
(3) Inspect the link assembly (4) for proper orientation (Ref. Figure 213).
NOTE: Correct orientation is when the link assembly attach point (3) bolt is positioned
aft of the control column. Attach point (3) bolt center, must remain above a line
drawn between attach point (1) and (2) bolt centers as the bobweight moves to its
maximum aft position.
(4) If link assembly is properly oriented proceed to Step (5). If not perform the BOBWEIGHT LINK
ASSEMBLY inspection in this section.
(5) With the control column resting in the forward (elevator down) position so the elevator control
horns are on the primary stops, inspect the bobweight clearance with the stop bolt(s) (5). The
bobweight stop bolt(s) (5) must have 0.56 +0.00/ -0.12 inch clearance with the face of the
bobweight (7). If not, adjust the stop bolt(s) (5) without Kit 114-5060 (Ref. Figure 203, Sheet 1),
With Kit 114-5060 (Ref. Figure 203, Sheet 2).
(6) Perform the ELEVATOR CONTROL SYSTEM Operational Check procedure in this section.
(a) If the stop bolt bracket or bobweight is replaced, perform the ELEVATOR CONTROL
SYSTEM Functional Check procedure in this section.
4. Bobweight Link Assembly

A. Inspection
(1) Remove access panel 121DBC, located aft of the nose wheel well. Refer to the Chapter 06-50-
00 FUSELAGE ACCESS PANELS illustration in the Airplane Access Panels - Description and
Operation section.
WARNING: Whenever any part of this system is dismantled, adjusted,

repaired or replaced, a detailed investigation must be made
on completion to make sure that distortion, tools, rags, or
any other loose articles, or foreign matter that could impede
the free movement and safe operation of the system are not
present, and the systems and installation in the work area are
clean.
(2) Inspect link assembly (4) at attachment to the control column for modification in accordance
with Mandatory Service Bulletin 27-3739. There must be a large diameter washer (7) installed
on both sides of the link assembly bearing. If not, comply with Service Bulletin 27-3739 for
modification instructions (Ref. Figure 213).
(3) Remove the bobweight stop bolt(s) (4) from the stop bracket (6) without Kit 114-5060 (Ref. Figure
elevator system.
(4) With an assistant in the cockpit manipulating the control column, remove cotter pin (if installed),
nut, washer, and bolt (6) from the control column (4) and discard the nut from the push-pull rod
assembly between the control column and the forward elevator bellcrank (Ref. Figure 205).
(5) Slowly allow the control column to move to its furthest forward (elevator down) position.
(6) Inspect the link assembly (4) for proper orientation (Ref. Figure 213).
NOTE: Correct orientation is when the link assembly attach point (3) bolt is positioned
aft of the control column. Attach point (3) bolt center, must remain above a line
drawn between attach point (1) and (2) bolt centers as the bobweight moves to its
maximum aft position.
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(7) If link assembly (4) is properly oriented proceed to Step (8). If not inspect the following and
contact BC Technical Support for assistance.
(a) Remove the link assembly (4).
(b) Inspect the Control column at the link assembly attach point (1) and the bobweight bellcrank
at the link assembly attach holes (3). These attach holes are 0.250 to 0.254 inch diameter
when new.
(c) Inspect the link assembly. If the link assembly bearing is loose, see the Model 1900
Structural Repair Manual (Ref. Chapter 27).
(d) Inspect the bobweight support structure at the bobweight bellcrank attach point (2). The
holes are 0.250 to 0.254 inch diameter when new.
(e) Correct any discrepancies revealed in Steps (a), (b), (c) and (d) above.
(f) Install the link assembly (4).
(g) Repeat Step (6).
(8) Inspect the bobweight support structure (2) at the aft side of bobweight bellcrank (3) for contact.
without Kit 114-5060 (Ref. Figure 214, Sheet 1), With Kit 114-5060 (Ref. Figure 214, Sheet 2).
(a) Evidence of damage or deformation by contact with the bobweight bellcrank assembly will
be found on the aft side of the bobweight support structure in the lower area as noted
by "Check This Area" arrow, without Kit 114-5060 (Ref. Figure 214, Sheet 1), With Kit
114-5060 (Ref. Figure 214, Sheet 2).
NOTE: The aft side of the bobweight support structure has an approximately 1.8
inch wide flat surface. Contact with the bobweight bellcrank assembly may
damage or deform this aft surface.
The outboard side of the bobweight support structure may have upholstery (13)
material. This upholstery (13) may be removed as needed so the sheet metal
is exposed to aid in this inspection (Ref. Figure 213).
(b) If the structure is distorted more than 1.00 inch aft from the center of the bobweight bellcrank
pivot (1) bolt hole contact BC Technical Support for repair without Kit 114-5060 (Ref. Figure
(9) With an assistant in the cockpit manipulating the control column, Install the push-pull rod
assembly (1) to the control column (4) with bolt, washer, new nut and cotter pin (6) (if installed)
(Ref. Figure 205).
(10) Install the bobweight stop bolt(s) (5) and check clearance with the elevator control horns resting
on the down stops in the tail. Adjust the bobweight stop bolt(s) (5) to have 0.56 +0.00/ -0.12
inch clearance with the face of the bobweight (7) without Kit 114-5060 (Ref. Figure 203, Sheet
1), With Kit 114-5060 (Ref. Figure 203, Sheet 2).
(11) Install access panel 121DBC, located aft of the nose wheel well. Refer to the Chapter 06-50-
00 FUSELAGE ACCESS PANELS illustration in the Airplane Access Panels - Description and
Operation section.
(12) Perform the ELEVATOR CONTROL SYSTEM Functional Check in this section.
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Link Assembly, Proper Orientation

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Bobweight Assembly and Support Structure

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Bobweight Assembly and Support Structure

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ELEVATOR TRIM TABS - MAINTENANCE PRACTICES
1. Elevator Trim Tab

A. Removal
(1) Perform the ELEVATOR REMOVAL procedure (Ref. 27-30-00).
(2) Disconnect the bonding jumper (2) from the inboard end of the tab (6). Remove the screw, nut,
and washers (1). Discard the nut (Ref. Figure 201).
(3) Remove the hinge pin retention bolt (5) which secures the inboard end of the hinge pin (4) to
the tab (6).
NOTE: Lubricating the hinge and hinge pin with lubricant (6, Table 2, 27-00-00) will facilitate
hinge pin removal.
(4) While supporting the tab (6) remove the hinge pin (4) from the hinge. Remove the tab (6) from
the elevator (3).
B. Installation
NOTE: Any repair, modification, painting or replacement of the elevator or elevator tab will require
balancing (Ref. Chapter 55-20-00, BALANCING PROCEDURES).
(1) Lubricate the elevator tab hinge and the hinge pin (4) with lubricant (6, Table 2, 27-00-00) (Ref.
Figure 201).
(2) Position the elevator tab (6) on the elevator (3) and carefully install the hinge pin (4).
(3) Secure the inboard end of the hinge pin (4) to the tab (6) with the retention bolt (5).
(5) Connect the bonding jumper (2) to the inboard end of the tab (6) using the screw, washer and
new nut (1).
(6) Perform the ELEVATOR INSTALLATION procedure (Ref. 27-30-00).
BONDING PROCEDURES).
(8) With full elevator down and elevator trim tab at trailing edge full down, check that there is
clearance between the elevator trim tabs and the top of the rudder at full left and full right rudder.
(9) Perform the ELEVATOR TRIM TAB FUNCTIONAL CHECK procedure (Ref. 27-30-05). If the
trim tab was replaced, perform the ELEVATOR TRIM TAB RIGGING procedure (Ref. 27-30-05).
(10) Perform the ELEVATOR TRIM TAB FREEPLAY CHECKS procedure in this section.
C. Freeplay Checks
NOTE: Movement or jarring of the airplane will invalidate the elevator trim tab freeplay readings.
The airplane should be placed in a hangar and no personnel in or on the airplane during
the freeplay check.
(1) Obtain two copies of Table 201.

(2) Visually inspect the elevator trim tabs for any damage, security of hinge attach points and for
tightness of the actuating systems. Inconsistencies should be remedied prior to checking the
freeplay of the tabs.
(3) Remove left and right stabilizer access panels 351BTL and 352BBR (Ref. Chapter 06-50-00,
(4) Lubricate both elevator trim tab actuators with grease (Ref. Chapter 12-20-00, FLIGHT
COMPARTMENT AND ELEVATOR CONTROLS LUBRICATION).
(5) Remove access panel 331FL on the left and right side of the vertical stabilizer (Ref. Chapter
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(7) Align the elevator trim tab trailing edge with elevator trailing edge (Ref. Figure 204).
(8) Apply tape (for paint protection) on the top surface 3.50 inches aft of the tab hinge line along the
centerline of the tab actuator. Apply tape in the corresponding position on the bottom surface of
the tab. This will be the point of pressure against the tab by the push-pull scale.
WARNING: Ensure the tab freeplay check fixture is securely attached to

the elevator before releasing supporting pressure to prevent
damage to equipment or injury to personnel.
(9) Install a tab freeplay fixture (1) (8, Table 1, 27-00-00) onto the elevator (4) so that the dial indicator
stem (5) is positioned on the top surface of the elevator tab (3) 3.00 inches aft of the tab hinge
line on the outboard edge of the elevator tab (3) (Ref. Figure 204).
(10) Position the dial indicator (2) so the stem (5) is depressed 0.10 inch when in contact with the tab
(3) surface initially. Turn the rotating face of the dial indicator (2) to zero. Do not reset the dial
indicator during this procedure.
(11) On the left elevator trim tab outboard push-pull rod (16), loosen the jam nut (15) securing the
clevis (12) against the tightener (14). Remove the cotter pin (9), nut (10), washer (11) and bolt
(13). Ensure the outboard push-pull rod does not interfere with the operation of the inboard
push-pull rod (8) (Ref. Figure 203).
(12) With the push-pull scale (11, Table 1, 27-00-00) perform Steps (a) thru (d) and record the dial
readings on a copy of Table 201 (Ref. Figure 204).
(a) Apply three pounds of downward load on the top surface of the tab (3). Record the dial
reading as A.
(b) Release half the load until a 1.5 pound downward load is obtained. Record the dial reading
as B.
(c) Apply three pounds of upward load on the bottom surface of the tab (3). Record the dial
reading as C.
(d) Release half the load until a 1.5 pound upward load is obtained. Record the dial reading
as D.
(13) Perform the calculations to the data on Table 201as follows:
Table 201. Elevator Trim Tab Freeplay Limits

Inboard Push-Pull Rod
(__________) X 2 = (__________) - (__________) = (__________)

B 2B A X
(__________) X 2 = (__________) - (__________) = (__________)
D 2D C Y
(__________) + (__________) = (__________)
X Y E
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Table 201. Elevator Trim Tab Freeplay Limits (continued)

Outboard Push-Pull Rod
(__________) X 2 = (__________) - (__________) = (__________)

B 2B A X
(__________) X 2 = (__________) - (__________) = (__________)
D 2D C Y
(__________) + (__________) = (__________)
X Y E
(14) On the inboard push-pull rod (8) loosen the jam nut (7) securing the clevis (4) against the
tightener (6). Remove the cotter pin (1), nut (2), washer (3) and bolt (5).
(15) On the outboard push-pull rod (16), position the clevis (12) on the outboard elevator tab horn and
install the bolt (13), washer (11), nut (10) and tighten jam nut (15). Ensure the inboard push-pull
rod does not interfere with the operation of the outboard push-pull rod.
(16) Repeat Steps (12) and (13) to test the outboard push-pull rod (16) freeplay.
(17) If deflection of the tab is within allowable limits, the tab and its linkage are in good condition.
(18) If the freeplay is excessive, disconnect the tab actuator rods and visually inspect the bolt and
bushings for indications of excessive wear. Replace excessively worn parts.
checked for excessive play and/or replaced.
(20) Remove the freeplay check fixture (1) from the elevator (4). Remove the masking tape from the
elevator (4) (Ref. Figure 204).
(21) On the elevator trim tab outboard push-pull rod (16), loosen the jam nut (15) securing the clevis
(12) against the tightener (14). Remove the nut (10), washer (11) and bolt (13) (Ref. Figure
203).
NOTE: Install bolts (5 and 13) with heads facing outboard. The inboard bolt must be
installed first for clearance purposes.
(22) On the inboard push-pull rod (8), position the clevis (4) on the inboard elevator tab horn and
install the bolt (5), washer (3), nut (2), cotter pin (1) and tighten the jam nut (7).
(23) On the outboard push-pull rod (16), position the clevis (12) on the outboard elevator tab horn
and install the bolt (13), washer (11), nut (10), cotter pin (9) and tighten the jam nut (15).
(Ref. Figure 205).
(25) Repeat Steps (2), (7) thru (24) for the right elevator trim tab.
(26) Install left and right stabilizer access panels 351BTL and 352BBR (Ref. Chapter 06-50-00,
elevator system.
(27) Remove rig pin (3) (20, Table 1, Chapter 27-00-00) from the aft elevator bellcrank (Ref. Figure
202).
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Elevator Trim Tab Freeplay Check

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Trim Tab Freeplay Check Fixture Installation

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Elevator Trim Tab Actuator Safety Wiring

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ELEVATOR TRIM TAB CABLES - MAINTENANCE PRACTICES
1. Forward - Elevator Trim Tab Cable

A. Removal
forward cable drum and elevator trim tab actuator cable drums to ensure
the cable is not unwound from drums (Ref. Figure 201).
(1) Remove the lower aft rig pin access panels 331FL on the left and right side of the upper vertical
stabilizer (Ref. Chapter 06-50-00, HORIZONTAL AND VERTICAL STABILIZER ACCESS
PANELS).
(2) Move the elevator surface (1) to neutral position (0°) and install a rig pin (3) (20, Table 1, 27-
00-00) in the elevator aft bellcrank through the vertical stabilizer (4). Using minimum force try to
manually move the elevators up and down to verify that the rig pin is correctly installed. Ensure
that the elevators do not move. Look at the opposite side of the vertical stabilizer to verify that
the rig pin has protruded (Ref. Figure 202).
(5) Remove flight compartment carpet (Ref. Chapter 25-10-01, CARPET REMOVAL AND
INSTALLATION).
(6) Remove left and right pedestal side access panels.
(7) Remove floor access panels 121AT, 121BT, 121CT, 121FT and 121GT (Ref. Chapter 06-50-00,
FLIGHT COMPARTMENT FLOORBOARD PANELS).
(8) Remove the environmental outlet duct assembly located under the pilot seat.
(9) Remove the left side passenger seats as required to gain access to the trim cables being
(10) Remove left passenger compartment carpets (Ref. Chapter 25-20-01, CARPET REMOVAL
AND INSTALLATION).
(11) Remove the left side passenger compartment floor access panels 131AT, 141AT, 151AT, 161AT,
161BT, 171AT, 171BT and 171CT to gain access to the trim cables being removed (Ref. Chapter
(14) On the left side of the upper pedestal, move the elevator trim control wheel to approximately
align the forward cable terminal ends (3 and 4).
(15) Attach cable block (5) to the left and right aft cables, forward of bracket (8) (FS 408.25), to
prevent all of the trim cables aft of the forward cable from moving.
Recorder (FDR) trim sensor bridle clamp (10) located on the forward cables between the main
and rear wing spars (Ref. Figure 204). Refer to the STC holders instructions.
end.
the turnbuckle (2) (Ref. Figure 203).
(18) Disconnect the left-hand threads terminal end (3) from turnbuckle (2) and attach a feed line to
the terminal end. Label the feed line with the words "left-hand threads terminal end".
of the turnbuckle (9).
(20) Disconnect the right-hand threads terminal end (4) from turnbuckle (9) and attach a feed line to
the terminal end. Label the feed line with the words "right-hand threads terminal end".
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pulleys.
Coil cable loosely no tighter than a ten inch diameter.
(22) If airplane is equipped with the Collins APS-65H autopilot, perform the ELEVATOR TRIM SERVO
PRIMARY TRIM TAB CABLE REMOVAL (AIRPLANES WITH COLLINS APS-65H AUTOPILOT)
(24) If the FA2100 Flight Data Recorder is installed, refer to the PITCH TRIM CONTROL
POTENTIOMETER (SENSOR) REMOVAL procedure Chapter 31-31-23 in the MODEL 1900D
AIRLINER FLIGHT DATA RECORDER (FA2100) MAINTENANCE MANUAL SUPPLEMENT,
P/N 129-590000-109.
(25) On the left side of the pedestal, loosen two bolts (7) and nuts (13) securing the trim bracket (11)
and idler sprocket bracket (8) to relieve tension from the chain (12), and move trim bracket (11)
out of the way to facilitate maintenance only (Ref. Figure 206).
NOTE: When bolt (14) is removed from the left side of the pedestal, washer (18), located
between the pedestal frame and the sprocket (17), may fall.
(26) Remove safety wire from bolts (14) and remove bolts (14) at each end of the trim shaft (15).
Remove washer (18) between pedestal and sprocket (17). Lift the trim shaft assembly as needed
to remove the chain (12) from the sprocket (17), and remove the trim shaft assembly from the
pedestal with the forward cable attached.
(27) Remove the sprocket (17), cable guard (16) and drum (3) from the trim shaft (15).
(28) Unwrap cable from the drum and remove the cable lock pin (Ref. Figure 205).
(29) Remove the forward cable from the airplane while routing the feed lines through the right side
of the pedestal, and into the cockpit.
(30) Disconnect the feed lines from forward cable left and right-hand threads terminal ends.
B. Installation
(1) Check cable for cleanliness and damage. Dip the cable in corrosion preventive compound (4,
Table 2, 27-00-00). Remove excess corrosion preventative by wiping with a clean cloth.
terminal end.
terminal end.
(4) Wrap the forward cable left-hand threads terminal end and right-hand threads terminal end on
the cable drum as follows (Ref. Figure 205):
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CAUTION: Do not kink the cable while locating the middle of the forward cable.
(a) Align the terminal ends of the forward cable together and mark the middle of the forward
cable with ink or paint. Locate the side of the forward cable with the left-hand threads
terminal end. Position the middle of the cable in the middle of the cable drum slot (Ref.
Detail B). With the left-hand threads terminal end side of the cable, on the flat side of the
cable drum, install the cable lock pin in the middle of the cable drum slot (Ref. Detail C).
grooves and work toward the middle of the drum (Ref. Detail D).
(c) Position the cable guard over the drum and tape the forward cables together just outside
of the cable guard to prevent cable backlash at the drum (Ref. Detail E). When applying
tape to the cable, make sure the cables are separated so that it is easy to identify which
cable end winds off the forward and aft side of the drum.
end".
end".
ACCESS PANELS), draw the forward cables through the right side of the pedestal, and then
proceeding inside of pedestal to the left side and then out of the belly access panel until the
drum is close to the pedestal.
(8) On the left side of the upper pedestal, move the elevator trim control wheel (19) to approximately
0 position (Ref. Figure 206).
(9) Install the cable drum (3) with guard (16) and sprocket (17) on the trim shaft (15). Carefully
position the trim shaft assembly and washer (18) in the pedestal, and install the lower end of the
chain (12) onto the sprocket (17).
(10) Install and safety wire bolts (14), one on each side of the pedestal.
(11) Identify the forward cable with the left-hand threads terminal end (2) and make sure it winds off
the forward side of the drum as installed. Identify the forward cable with the right-hand threads
terminal end (1) and make sure it winds off the aft side of the drum as installed. Route the cable
from the drum as follows (Ref. Figures 204 and 206):
(a) Route cable (2) over the outboard pulley (4) (1st set of pulleys, under the pedestal drum)
(Ref. Figure 206).
(b) Route cable (1) over the inboard pulley (4) (1st set of pulleys, under the pedestal drum).
(c) Route cable (2) through the aft pulley (5) (2nd set of pulleys, under the pedestal, just above
the belly access panel).
(d) Route cable (1) through the forward pulley (5) (2nd set of pulleys, under the pedestal, just
above the belly access panel).
(e) Using the feed lines, pull the cable into the fuselage and continue with Step (f).
(f) Route cable (2) over the bottom pulley (6) (3rd set of pulleys, at FS 103.00 under the pilot).
This cable continues as the bottom cable under the pilot and into the forward cabin.
(g) Route cable (1) over the top pulley (6) (3rd set of pulleys, at FS 103.00 under the pilot).
This cable continues as the top cable under the pilot and into the forward cabin.
(h) Using the feed lines pull the cable ends through the fuselage to the turnbuckle connections.
(i) Route cable (2) over the bottom pulley (3) (4th set of pulleys, at FS 183.00) (Ref. Figure
204).
(j) Route cable (1) over the top pulley (3) (4th set of pulleys, at FS 183.00).
(k) Route cable (2) over the bottom pulley (4) (5th set of pulleys, at FS 195.00). This cable
becomes the inboard cable as it routes aft in the cabin).
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(l) Route cable (1) over the top pulley (4) (5th set of pulleys, at FS 195.00). This cable
becomes the outboard cable as it routes aft in the cabin).
(m) Route cable (2) under the inboard pulley (5) (6th set of pulleys, at FS 290.50, main spar).
This cable end has the left-hand threads terminal end (8).
(n) Route cable (1) under the outboard pulley (5) (6th set of pulleys, at FS 290.50, main spar).
This cable end has the right-hand threads terminal end (9).
(12) If airplane is equipped with the Collins APS-65H autopilot, perform the ELEVATOR TRIM
SERVO PRIMARY TRIM TAB CABLE INSTALLATION (AIRPLANES WITH COLLINS APS-65H
AUTOPILOT) procedure (Ref. Chapter 22-10-06).
(13) Lubricate all turnbuckles with grease (1, Table 2, 27-00-00) for corrosion protection prior to
installation.
end.
(14) Remove feed line, and attach the right-hand threads terminal end (4) to the turnbuckle (9) (Ref.
Figure 203).
(17) Make sure the forward cable is routed properly and is engaged in the pulleys. Verify Steps
(11)(a) thru (11)(d), (11)(f) thru (11)(g) and Steps (11)(i) thru (11)(n) (Ref. Figures 204 and 206).
POTENTIOMETER (SENSOR) INSTALLATION procedure Chapter 31-31-23 in the MODEL
1900D AIRLINER FLIGHT DATA RECORDER (FA2100) MAINTENANCE MANUAL
SUPPLEMENT, P/N 129-590000-109.
(19) Position the trim bracket (11) and the idler sprocket bracket (8) and align idler sprocket (9) with
tab control chain (12). Remove slack from tab control chain (12) and tighten two bolts (7) and
nuts (13) (Ref. Figure 206).
(20) Remove cable block (5) (Ref. Figure 203).
(21) Remove all tape from the cable, turnbuckles and pulleys.
(22) Install all cable guard pins and pulleys removed during the FORWARD - ELEVATOR TRIM TAB
CABLE REMOVAL procedure.
(23) Ensure bolts (14) on each side of the pedestal have been safety wired (Ref. Figure 206).
(24) Move the top of the trim control wheel and note that the top cable, aft of the 3rd set of pulleys
(6), under the pilot's seat, moves the same direction as the top of the trim control wheel. No
binding is allowed.
(25) Perform the ELEVATOR TRIM TAB RIGGING procedure (Ref. 27-30-05).
(26) Move the top of the trim control wheel to position the elevator trim tabs at neutral with the
elevators at neutral. If necessary, adjust the indicator in the flight compartment to 0 while the
tabs and elevators are at neutral. The 0 mark on the trim control wheel indicator must align
with the triangle mark on the pedestal edgelighted panel. Perform the ELEVATOR TRIM TAB
INDICATOR ADJUSTMENT procedure (Ref. 27-30-08).
(27) If the Supplemental Type Certificate (STC) Flight Data Recorder (FDR) trim sensor bridle
clamp (10) was removed, install bridle clamp (10) (Ref. Figure 204). Refer to the STC holders
instructions.
(28) Ensure turnbuckles (2 and 9) have been safety wired and install conduit tubes (6) over the
turnbuckles (2 and 9) between the brackets (8) FS 408.25 and (7) FS 378.25. Secure the conduit
tubes (6) with tie straps (1) forward of bracket (7) and aft of bracket (8) (Ref. Figure 203).
(29) Move the top of the trim control wheel forward (airplane nose down) and verify the trim tab trailing
edge moves to the full up position. Looking inboard from the pilot side at the trim wheel, turn the
wheel counterclockwise and proceed to the tail and verify the trim tab moved up.
(30) Move the top of the trim control wheel aft (airplane nose up) and verify the trim tab trailing edge
moves to the full down position. Looking inboard from the pilot side at the trim wheel, turn the
wheel clockwise and proceed to the tail and verify the trim tab moved down.
(31) Install the left side passenger compartment floor access panels 131AT, 141AT, 151AT, 161AT,
161BT, 171AT, 171BT and 171CT (Ref. Chapter 06-50-00, CABIN FLOORBOARD PANELS).
(32) Install left side passenger seats (Ref. Chapter 25-20-00).
(33) Install left passenger compartment carpets (Ref. Chapter 25-20-01).
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(34) Install the environmental outlet duct assembly located under the pilot seat.
(35) Install floor access panels 121AT, 121BT, 121CT, 121FT and 121GT (Ref. Chapter 06-50-00,
FLIGHT COMPARTMENT FLOORBOARD PANELS).
(36) Install left and right pedestal side access panels.
(37) Install flight compartment carpet (Ref. Chapter 25-10-01, CARPET REMOVAL AND
INSTALLATION).
(38) Install both flight compartment seats (Ref. Chapter 25-10-00, SEATS INSTALLATION).
(40) Remove the rig pin from the elevator aft bellcrank (Ref. Figure 202).
(41) Install the lower aft rig pin access panels 331FL on the left and right side of the upper vertical
PANELS).
(44) Perform the ELEVATOR ELECTRIC TRIM OPERATIONAL CHECK (Ref. 27-30-09). If airplane
is not equipped with electric trim, perform the ELEVATOR TRIM TAB OPERATIONAL CHECK
(Ref. 27-30-05).
2. Aft - Elevator Trim Tab Cable

A. Removal
NOTE: Removal procedures for the left and right aft elevator trim cables are the same, only the
procedures for the left aft elevator trim cable are provided, unless otherwise indicated.
(1) Remove the left side passenger seats (Ref. Chapter 25-20-00, SEAT REMOVAL) and carpets
(Ref. Chapter 25-20-01, CARPET REMOVAL AND INSTALLATION) as required to gain access
to the trim cables being removed.
(2) Remove cabin floorboard panels 181AT, 181BT, 181CT, 171BT, 171CT and 171DT (Ref. Chapter
(3) Remove fuselage access panels 312BR and 311BL (Ref. Chapter 06-50-00, FUSELAGE
ACCESS PANELS).
(4) Remove stabilizer access panels 331FL, 331BL and 333DTC (Ref. Chapter 06-50-00,
(6) Remove tie straps (1) securing the conduit tubes (2) (Ref. Figure 207).
(7) Slide the conduit tubes (2) forward as required to gain access to the turnbuckles (8 and 6).
(8) On the left side of the pedestal, move the elevator trim control wheel so that turnbuckle (4) is
easily accessible (Ref. Figure 208, Detail C).
(9) Attach a cable block (5) to both ends of the forward cable (3) aft of the bracket (4) (FS 378.25)
to prevent the forward cable (3) from moving (Ref. Figure 207).
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Forward Elevator Trim Tab Cable (Airplanes Without Collins APS-65H Autopilot)
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Forward Elevator Trim Tab Cable (Airplanes Without Collins APS-65H Autopilot)
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Forward Elevator Trim Tab Cable Routing

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(10) Attach a cable block (5) on the left vertical cable (4) at the left upper vertical cable pulley to
maintain tension on the cables that are not being removed (Ref. Figure 208, Detail D).
end.
(11) Attach a tag with the words "left-hand threads terminal end" to the aft end of the turnbuckle (8)
(Ref. Figure 207).
(12) Disconnect the left-hand threads terminal end (9) from turnbuckle (8) and attach a feed line to
the terminal end.
(13) Disconnect the right-hand threads terminal end (2) from turnbuckle (3) (Ref. Figure 208, Detail
C).
(14) Remove cable guard pins from the aft cable pulley brackets.
NOTE: If the aft cable is to be reused, take care to keep the cable clean and free from
damage. Coil cable loosely no tighter than a ten inch diameter.
(15) Lubricate the left aft cable (3) with grease (1, Table 2, 27-00-00) as necessary to pull the cable
terminal end through the pressure seal (4) (Ref. Figure 209).
(16) With the right-hand threads terminal end (2), pull the cable and feed line through the frames,
aft pressure bulk head and pulleys, to remove the left aft cable (1) from the airplane. Use care
while drawing the left-hand threads terminal end through the pressure seal to prevent damage
to the seal. Wipe grease from airplane, aft cable and cable terminal end with a clean cloth (Ref.
Figure 208).
(17) Disconnect the feed line from left aft cable (10) left-hand threads terminal end (9) (Ref. Figure
207).
B. Installation
NOTE: Installation procedures for the left and right aft cables are the same, only the procedure
for the left aft cable is provided, unless otherwise indicated.
(1) Clean the cable assembly with a clean cloth saturated with solvent (2, Table 2, 27-00-00).
NOTE: The right aft cable is longer than the left aft cable.
(3) Attach the left aft cable (1) right-hand threads terminal end (2) to the feed line, in the passenger
compartment. The feed line was installed during the AFT- ELEVATOR TRIM TAB CABLE
REMOVAL procedure (Ref. Figure 208).
(4) Lubricate the left aft cable (3) with grease (1, Table 2, 27-00-00) as required to pull the cable
terminal end through the pressure seal (4). With assistance, route the left aft cable (3) through
pulleys, aft pressure bulk head and frames by pulling the feed line aft. Use care while drawing
the right-hand threads terminal end through the pressure seal to prevent damage to the pressure
seal (4). Wipe grease from right-hand threads terminal end, left aft cable (3) and airplane with a
clean cloth after drawing the left aft cable (3) through the pressure seal (4) (Ref. Figure 209).
installation.
end.
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(6) Remove feed line, and attach the left aft cable (1) right-hand threads terminal end (2) to
turnbuckle (3) (Ref. Figure 208).
(7) Attach the left aft cable (10) left-hand threads terminal end (9) to turnbuckle (8) (Ref. Figure
207).
(8) Tension the left aft cable (10) sufficient to prevent slack. Ensure the left aft cable (10) is routed
properly and is engaged in the pulleys.
(9) Install the cable guard pins removed during the AFT- ELEVATOR TRIM TAB CABLE REMOVAL
procedure.
(10) Remove the cable blocks (Ref. Figure 207, Item 5 and Figure 208, Item 5).
(11) Fill the pressure seal (4) and lubricate the left aft cable (3) to one inch beyond the length of travel
through the pressure seal (4) with grease (1, Table 2, 27-00-00) (Ref. Figure 209).
(12) Remove all tags from turnbuckles.
edge moves to the full up position. Move the top of the trim control wheel aft (airplane nose up)
and verify the trim tab trailing edge moves to the full down position.
(15) Ensure turnbuckle (8) has been safetied and slide conduit tubes (2) over the turnbuckles (8 and
6) between brackets (11) FS 408.25 and (4) FS 378.25. Secure the conduit tubes (2) with tie
straps (1), forward of bracket (4) and aft of bracket (11) (Ref. Figure 207).
(16) Looking inboard from the pilot side at the trim wheel, turn the trim wheel counterclockwise and
proceed to the tail and verify the trim tab moved up.
(17) Looking inboard from the pilot side at the trim wheel, turn the trim wheel clockwise and proceed
to the tail and verify the trim tab moved down.
(18) Install the left side passenger compartment floor access panels 181AT, 181BT, 181CT 171BT,
171CT and 171DT (Ref. Chapter 06-50-00, CABIN FLOORBOARD PANELS).
(19) Install the carpets (Ref. Chapter 25-20-01, CARPET REMOVAL AND INSTALLATION) and left
side passenger seats (Ref. Chapter 25-20-00, SEAT INSTALLATION).
(20) Install fuselage access panels 312BR and 311BL (Ref. Chapter 06-50-00, FUSELAGE ACCESS
PANELS).
(21) Install stabilizer access panels 331BL and 333DTC (Ref. Chapter 06-50-00, HORIZONTAL AND
(22) Remove the rig pin (1) from the elevator aft bellcrank (Ref. Figure 202).
PANELS).
(Ref. 27-30-05).
3. Vertical - Elevator Trim Tab Cable

A. Removal
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Elevator Aft Trim Tab Cable FS 393.25

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Elevator Aft Trim Tab Cable FS 541.0 to CS 605.98

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Elevator Aft Trim Tab Cable FS 523.5

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NOTE: The left vertical cable is connected to the right actuator cable and the right vertical cable
is connected to the left actuator cable.
Removal procedures for the left and right vertical trim tab cables are the same, only the left
vertical trim tab cable procedure is provided, unless otherwise indicated.
Both terminal ends of the left vertical cable are left-hand threads terminal ends and both
terminal ends of the right vertical cable are right-hand threads terminal ends.
(1) Remove the stabilizer access panels 331FL, 333ATC, 352BBR, 352ABR, 351ATL and 351BTL
(Ref. Chapter 06-50-00, HORIZONTAL AND VERTICAL STABILIZER ACCESS PANELS).
(3) Remove fuselage access panels 312BR and 311BL (Ref. Chapter 06-50-00, FUSELAGE
ACCESS PANELS).
NOTE: For airplanes without an electric elevator trim tab system, proceed to Step (7).
(4) Move the electric elevator trim tab system to position the electric trim turnbuckles (15) so they
are easily accessible (Ref. Figure 210).
NOTE: With one electric elevator trim tab system cable disconnected, do not move the
elevator trim tab system cables, to prevent the electric elevator trim tab system
cable (14) from unwinding from the electric elevator trim tab system drum (13).
(5) While maintaining tension on the electric elevator trim tab system drum (13), disconnect (one at
a time) the left and right turnbuckles (15), and secure each cable (14) to the structure to prevent
cable (14) from unwinding from the drum (13).
(6) Remove the bridle clamps (8) from the vertical cables.
(7) Move turnbuckle (17) so that cable block (3) can be installed and turnbuckle (10) is easily
accessible.
(8) Attach cable block (12) on the left aft cable (11) to prevent slack in the trim tab cables forward
of the vertical cable.
(9) Attach cable block (3) to both ends of the right actuator cable (4) against trim tab actuator housing
(1), to prevent the actuator drum (2) from unwinding.
(10) Disconnect the vertical cable lower terminal end (9) from the turnbuckle (10) and attach a feed
line to terminal end (9).
(11) Disconnect vertical cable upper terminal end (6) from the turnbuckle (5).
(12) Disconnect cable guard pins from the vertical cable pulley brackets.
NOTE: If the vertical cable is to be reused, take care to keep the cable clean and free from
damage. Coil cable loosely no tighter than a ten inch diameter.
(13) Remove the vertical cable from airplane, drawing the feed line through stabilizer access panel
(16).
(14) Disconnect the feed line from the vertical cable.
B. Installation
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NOTE: The left vertical cable is connected to the right actuator cable and the right vertical cable
is connected to the left actuator cable.
Installation procedures for the left and right vertical trim tab cables are the same, only the
procedure for the left vertical trim tab cable is provided, unless otherwise indicated.
Both terminal ends of the left vertical cable are left-hand threads terminal ends and both
terminal ends of the right vertical cable are right-hand threads terminal ends.
(2) Attach the left vertical cable (7) to the feed line at the stabilizer access panel (16) (Ref. Figure
210).
(3) With assistance, route the vertical cable (7) down through vertical stabilizer to the turnbuckle
(10).
installation.
(5) Connect the left vertical cable upper terminal end (6) to the actuator cable turnbuckle (5).
(6) Install all cable guard pins removed during the VERTICAL - ELEVATOR TRIM TAB CABLE
REMOVAL procedure.
(7) Remove the feed line and connect the vertical cable lower terminal end (9) to the turnbuckle
(10).
(8) Tension the left vertical cable (7) sufficient to prevent slack. Ensure the left vertical cable (7) is
routed properly and is engaged in the pulleys.
(9) Remove cable blocks (3 and 12).
(12) Ensure turnbuckles (5 and 10) have been safetied.
(13) Looking inboard from the pilot side at the trim wheel, turn the wheel counterclockwise, proceed
to the tail and verify the trim tab moved up.
(14) Looking inboard from the pilot side at the trim wheel, turn the wheel clockwise, proceed to the
tail and verify the trim tab moved down.
NOTE: For airplanes without an electric elevator trim tab system, proceed to Step (17).
(15) Perform the ELEVATOR ELECTRIC TRIM TAB CABLE RIGGING (AIRPLANES WITHOUT
COLLINS APS-65H AUTOPILOT SYSTEM) procedure (Ref. 27-30-07).
(16) Ensure turnbuckles (15) have been safetied.
(17) Install stabilizer access panels 333ATC, 352BBR, 352ABR, 351ATL and 351BTL (Ref. Chapter
(18) Install fuselage access panels 312BR and 311BL (Ref. Chapter 06-50-00, FUSELAGE ACCESS
PANELS).
(19) Remove the rig pin (1) from the elevator aft bellcrank (Ref. Figure 202).
PANELS).
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(Ref. 27-30-05).
4. Horizontal - Elevator Trim Tab Cable

A. Removal
(1) Remove stabilizer access panels 331FL, 333ATC, 352BBR, 352ABR, 351ATL and 351BTL(Ref.
(3) Move the elevator trim control wheel to position the horizontal cable turnbuckles (5 and 9) so
that they are easily accessible (Ref. Figure 211).
(4) Attach cable blocks (3) to both ends of the left and right actuator cables (4 and 10) against
actuator housing (1), to prevent the actuator drum (2) from unwinding.
(5) Disconnect the horizontal cable left-hand threads terminal end (8) from turnbuckle (9) and right-
hand threads terminal end (6) from the turnbuckle (5).
(6) Remove cable guard pin from horizontal cable pulley (11) bracket.
Coil cable loosely no tighter than a ten inch diameter.
(7) Remove horizontal cable from airplane.

B. Installation
(2) Lubricate turnbuckles (5 and 9) with grease (1, Table 2, 27-00-00) (Ref. Figure 211).
(3) Position the horizontal cable (7) on the horizontal cable pulley (11) and route the horizontal cable
(7) through the fair leads and horizontal stabilizer.
(4) Connect the horizontal cable left-hand threads terminal end (8) to turnbuckle (9) and right-hand
threads terminal end (6) to turnbuckle (5).
(5) Tension the horizontal cable (7) sufficient to prevent slack. Ensure the horizontal cable (7) is
routed properly and is engaged in the pulley.
(6) Install cable guard pin in horizontal cable pulley (11) bracket.
(7) Remove cable blocks (3).
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(10) Ensure turnbuckles (5 and 9) have been safetied.
(11) Looking inboard from the pilot side at the trim wheel, turn the wheel counterclockwise, proceed
to the tail and verify the trim tab moved up.
(12) Looking inboard from the pilot side at the trim wheel, turn the wheel clockwise, proceed to the
tail and verify the trim tab moved down.
(13) Install stabilizer access panels 333ATC, 352BBR, 352ABR, 351ATL, 351BTL (Ref. Chapter 06-
(14) Remove the rig pin from the elevator aft bellcrank (Ref. Figure 202).
PANELS).
(Ref. 27-30-05).
5. Elevator Trim Tab Control Wheel Chain

A. Removal
(2) Remove the pedestal left side access panels, located below the elevator trim tab control wheel.
(3) Rotate the elevator trim tab control wheel (11) until the chain master link is accessible (Ref.
Figure 212).
(4) Loosen bolts (8) and nuts (16) and move the idler sprocket (10) to provide slack in the chain (1).
NOTE: A drop cloth should be used to keep items dropped from the pedestal from falling
below the floor.
(5) Remove the master link from the chain (1).
NOTE: Chain guide screws (5, 7) may be loosened and moved aside to facilitate chain
(1) removal.
Leave the old chain in place until ready to install a new chain. The chain being removed
will be used to guide the new chain on to and around the sprockets.
B. Installation
(1) Use the master link and temporarily splice the new chain to the old chain that was left in place.
(2) Using the old chain, slowly pull the new chain in to position around sprockets (6 and 12) (Ref.
Figure 212).
(3) Remove the master link and discard the old chain.
(4) Install the master link in the new chain (1).
(5) Position the trim bracket (4) and the idler sprocket bracket (9). Align the idler sprocket (10) with
the chain (1) and press the idler sprocket (10) against the chain (1) to remove slack and tighten
bolts (8) and nuts (16).
(6) Adjust the chain guide screws (5, 7) to give a clearance of 0.03 to 0.09 inch between the screws
(5, 7) and the chain (1).
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(7) Rotate the elevator trim tab control wheel (11) through full range of motion to verify smooth
operation with no unusual noises or binding.
POTENTIOMETER (SENSOR) INSTALLATION procedure Chapter 31-31-23 in the MODEL
SUPPLEMENT, P/N 129-590000-109.
(9) Install the pedestal left side access panels.
(11) Perform the ELEVATOR TRIM TAB INDICATOR ADJUSTMENT procedure (Ref. 27-30-08).
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Horizontal Elevator Trim Tab Cable

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Elevator Trim Tab Control Wheel Chain Installation

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ELEVATOR TRIM TAB CONTROL RIGGING - MAINTENANCE PRACTICES
1. Elevator Trim Tab

A. Rigging
(1) Remove right stabilizer angle fairing 333ETC (Ref. Chapter 06-50-00, HORIZONTAL AND
(2) Remove stabilizer panels 351ATL, 351BTL, 352ABR, 352BBR and 333ATC (Ref. Chapter 06-
(3) Remove access panel (331FL) on the left and right side of the upper vertical stabilizer (Ref.
WARNING: The elevator control system must be properly rigged before the
elevator trim tab system can be rigged. Failure to do so may
result in injury to personnel and damage to equipment.
(4) Perform ELEVATOR ELECTRIC TRIM TAB CABLE DISCONNECTION procedure, if installed
(Ref. 27-30-07).
Recorder (FDR) trim sensor bridle clamp located on the forward cables between the main and
rear wing spars. Refer to the STC holders instructions.
(7) Install the elevator travel board (Ref. 27-00-02, ELEVATOR TRAVEL BOARD INSTALLATION
AT HSS 50.00). Both elevators must be at neutral (0° deflection). Apply tape to the horizontal
stabilizer upper surface to mark the location of the travel board feet to ensure proper location
when moving the travel board from one side to the other.
(8) Install the elevator trim tab travel board (Ref. 27-00-02, ELEVATOR TRIM TAB TRAVEL BOARD
INSTALLATION).
tension.
(b) Measure the temperature in the compartment next to the elevator trim cables in the
horizontal stabilizer area.
(c) Refer to Elevator Trim Cable Tension Graph Figure 201 and read the pounds of tension for
NOTE: Cable tension tolerance is + 3 /- 2 pounds of the tension found in Figure 201.
turnbuckles and measure the cables tension of both cables. Cable diameter is noted in
Figure 201.
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(e) If no adjustment is required, proceed to Step (10). If cable tension requires adjustment,
remove safety clips from one or more turnbuckles. It is permissible to adjust any turnbuckle
in the elevator trim system.
WARNING: If cable tension at any time is below 5 pounds, check all

elevator trim system cable drums and pulleys for proper
cable engagement.
(f) Adjust turnbuckle(s) to tension the cables to the proper tension per Figure 201. Cable
diameter is noted in Figure 201.
(g) Rotate the elevator trim wheel from full up stop to full down stop through three cycles to
distribute the cable tension throughout the elevator trim system.
(h) Check cable tension to verify that the tension meets required tension per Figure 201.
(i) Install safety clips on the turnbuckles.
(10) Move the right side actuator upper cable until the distance from the actuator housing (3) to the
upper cable terminal end (5) is 5.50 to 5.75 inches (Ref. Figure 205).
(11) Check the position of the lower cable terminal end (5) of the right side elevator trim tab actuator.
The distance between the actuator housing (3) and the outboard end of the cable terminal end (5)
must be 14.50 inches minimum for the right side actuator lower cable. If the minimum distance is
too short, then repeat Step (10). When the right side actuator upper cable terminal is positioned
between 5.50 inches and 5.75 inches, then the lower cable must be 14.50 inches minimum.
(12) With the right side actuator cables positioned per Step (10), check the position of the cable
terminal ends of the left side elevator trim tab actuator.
(a) The distance between the actuator housing (3) and the outboard end of the upper cable
terminal end (5) must be 14.50 inches minimum for the left side actuator upper cable (7)
(Ref. Figure 205).
(b) The distance between the actuator housing (3) and the outboard end of the lower cable
terminal end (5) must be 5.50 inches minimum for the left side actuator lower cable (4).
following Steps:
(a) If the left actuator upper cable terminal end is less than 14.50 inches, then tighten the upper
cable turnbuckles and loosen the left side lower turnbuckle, until the requirements for Step
(12)(a) are satisfied.
(b) If the left actuator lower cable terminal end is less than 5.50 inches, then loosen the upper
cable turnbuckles and tighten the left side lower turnbuckle, until the requirements for Step
(12)(b) are satisfied.
(c) The inboard turnbuckle (6, Figure 207, 27-30-04), inside the fuselage conduit tubes, may
need to be adjusted if sufficient adjustment is not available in the horizontal stabilizers
turnbuckles to tension the cables and meet the minimum distance between the actuator
housings and the cable terminal ends.
(d) Repeat Step (9) to tension the cables and then repeat Steps (10), (11), (12) and (13) to
position the cables for Step (14).
(14) The cables must be positioned per Steps (10), (11), (12) and (13). Check the position of the
elevator trim tabs for neutral (0° deflection). If no adjustment is required, proceed to Step (15).
If adjustment is required, perform the following Steps:
(a) Adjust the push-pull rods (11) by removing safety wire and loosening the two jam nuts (9)
on the adjustment stud (6) and rotating the adjustment stud (6) to bring the elevator tab to
0° position (Ref. Figure 202).
(b) Adjust each push-pull rod (11) separately to match each other. After adjustment, each end
of each adjustment stud (6) must be visible through the stud inspection holes (14).
(c) Tighten the jam nuts (9), taking care not to alter push-pull rod (11) adjustments. Install
safety wire (21, Table 2, 27-00-00) through the jam nuts (9) and the adjustment studs (6).
(15) Position the elevator trim wheel to the full nose up limit. Verify the right side cable stop (1)
contacts the cable stop guard (4) (Ref. Figure 204).
(16) Using the elevator trim tab travel board, check the elevator trim tab for a deflection of 16.5° to
17.5° down from neutral (Ref. 27-00-02, READING A TRAVEL BOARD).
(17) Position the elevator trim wheel to the full nose down limit. Verify the left side stop (1) contacts
the cable stop guard (4) (Ref. Figure 204).
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(18) Using the elevator trim tab travel board, check the elevator trim tab for a deflection of 5.5° to 6°
up from neutral.
following Steps:
(a) Remove safety wire (3) from the cable stop(s) (1) located in the horizontal stabilizer area
(Ref. Figure 204).
(c) Tighten cable stop(s) (1), torque to 40-45 inch-pounds and safety wire (3).
(d) Perform Steps (15), (16), (17) and (18) to check travel.
(20) Rotate the elevator trim wheel on the pedestal so the trim tab trailing edge is positioned at neutral
(0° deflection).
(21) If using elevator travel board at HSS 50.00 with a digital protractor, perform the following:
(a) With elevator surface at 0° (neutral) position, attach digital protractor to the elevator trim
tab surface.
(b) Zero out the digital protractor by pressing the ALT 0 button.
(c) Remove rig pin (3) from the aft elevator bellcrank (Ref. Figure 203).
(d) Manually lower the elevator surface to the full down position. Elevator trailing edge down
must be 14° +1° /-0°.
(e) Read the digital protractor. Subtract the reading of the digital protractor from the elevator
measurement. The trim tab must be 1.5°± 0.5° (elevator trim tab deflection (servo travel))
up at full down elevator.
1 Example: Elevator deflection reads 14°. Digital protractor reads 13°.14° - 13° = 1°
which is acceptable.
WARNING: Verify elevator movement in the following Step by moving

(f) Move the elevator surface to the full up position (20° +1° /-0°).
(g) Read the digital protractor. Subtract the reading of the digital protractor from the elevator
measurement. The trim tab must be 4.5°± 1° (elevator trim tab deflection (servo travel))
down at full up elevator.
1 Example: Elevator deflection reads 21°. Digital protractor reads 16°.21° - 16° = 5°
which is acceptable.
NOTE: Maximum allowable trim tab differential (lagging tab) between the left tab and
the right tab is to be 1° at full up elevator and 0.5° at full down elevator.
(h) Proceed to Step (23).

(22) If using elevator travel board at HSS 50.00 with elevator tab travel board installed on trailing
edge of elevator, perform the following:
(a) With elevator surface at 0° (neutral) position, verify that the trim tab is at 0° (neutral)
position.
(b) Remove rig pin (3) from the aft elevator bellcrank (Ref. Figure 203).
(c) Manually lower the elevator surface to the full down position. Elevator trailing edge down
must be at 14° + 1°/ -0°. The trim tab must be 1.5°± 0.5° (elevator trim tab deflection (servo
travel)) up at full down elevator.
WARNING: Verify elevator movement in the following Step by moving

(d) Move the elevator surface to the full up position (20° +1° /-0°). The trim tab must be 4.5°±
1° (elevator trim tab deflection (servo travel)) down at full up elevator.
NOTE: Maximum allowable trim tab differential (lagging tab) between the left tab and
the right tab is to be 1° at full up elevator and 0.5° at full down elevator.
(e) Proceed to Step (23).
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following Steps:
(a) A maximum of one laminated shim (15) (P/N 130-524031-3) may be placed between the
adapter (16) and the actuator flange (Ref. Figure 202).
NOTE: Add or remove shims either at the top or bottom of the actuator flange. Shims
shall not be under both the top and bottom of the actuator flange at the same
time.
(b) To increase servo (lag), install shims under the actuator bottom flange only. No shims
under the top flange.
(c) To decrease servo (lag), install shims under the actuator top flange only. No shims under
the bottom flange.
(d) Bond shim (15) to the elevator trim tab actuator (1) using Epibond 104 (Ref. Chapter 20-
10-00, Table 209).
(e) If further adjustments of the actuators are required, perform the ELEVATOR TRIM
ACTUATOR REMOVAL/INSTALLATION procedure (Ref. 27-30-06).
(24) Perform Steps (6), (7), (8), (10) and (14) through (23) for the opposite side. If both sides were
rigged simultaneously, then these steps have been accomplished; proceed to Step (25).
(25) Perform the ELEVATOR TRIM TAB INDICATOR ADJUSTMENT procedure (Ref. 27-30-08).
(26) Check full travel of elevator trim tab system for binding or interference.
(27) Remove the aft elevator bellcrank rig pin.
(28) With the elevator at the full down position, check full travel of elevator trim tab system for binding
or interference.
(29) With the elevator at the full up position, check full travel of elevator trim tab system for binding
or interference.
(30) If binding is observed, perform the ELEVATOR TRIM ACTUATOR INSTALLATION procedure to
check the trim tab actuator adjustment dimensions.
NOTE: Before attaching the electric elevator trim cable turnbuckles to the elevator trim
cables, ensure that all twists are removed from the elevator trim cables by operating
the system at least six (6) times from stop to stop.
(31) Perform ELEVATOR ELECTRIC TRIM TAB CABLE CONNECTION (Ref. 27-30-07), if installed.
Do not perform the ELEVATOR ELECTRIC TRIM OPERATIONAL CHECK, since this will be
accomplished in Step (34) of this procedure.
(32) If the Supplemental Type Certificate (STC) Flight Data Recorder (FDR) trim sensor bridle clamp
was installed, install bridle clamp. Refer to the STC holders instructions.
(33) Perform the ELEVATOR ELECTRIC TRIM OPERATIONAL CHECK procedure, if installed (Ref.
27-30-09).
(34) Perform the MANUAL ELEVATOR TRIM OPERATIONAL CHECK procedure (Ref. 27-30-09).
(35) Remove the elevator travel board, elevator trim travel board, digital protractor and tape.
(36) Install access panel 331FL on the left and right side of the upper vertical stabilizer (Ref. Chapter
(37) Install access panels 351ATL, 351BTL, 352ABR, 352BBR and 333ATC (Ref. Chapter 6-50-00,
(38) Install angle fairing 333ETC (Ref. Chapter 06-50-00, HORIZONTAL AND VERTICAL
(1) Rotate the elevator trim control wheel (1) counter clockwise (nose down) and make sure that the
elevator trim tab moves up smoothly with no unusual noise or binding (Ref. Figure 206).
(2) Rotate the elevator trim control wheel (1) clockwise (nose up) and make sure that the elevator
trim tab moves down smoothly with no unusual noise or binding.
(3) Set the elevator trim control wheel (1) one and a half units in the nose up position.
(4) With the elevators resting on the down stops, verify that the elevator trim tabs approximately
align with the elevator surface.
(5) If requirements are not met, perform the ELEVATOR TRIM TAB RIGGING procedure in this
section.
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C. Cable Tension Check

(1) Remove aft fuselage access panels 311BL and 312BR (Ref. Chapter 06-50-00, FUSELAGE
ACCESS PANELS).
(2) Rotate the elevator trim control wheel (1) to the nose up and nose down position three cycles to
equalize system tension (Ref. Figure 206).
tension.
(b) Measure the temperature in the compartment next to the elevator trim cables.
(c) Refer to the Elevator Trim Cable Tension Graph Figure 201 and read the pounds of tension
for the measured temperature.
NOTE: Cable tension tolerance is + 3 /- 2 pounds.
turnbuckles and measure the cables tension. Cable diameter is noted in Figure 201.
(e) If cable tension does not require adjustment, proceed to Step (4). If cable tension requires
adjustment, perform the ELEVATOR TRIM TAB RIGGING procedure in this section.
(4) Install aft fuselage access panels 311BL and 312BR (Ref. Chapter 06-50-00, FUSELAGE
ACCESS PANELS).
(5) Perform the ELEVATOR TRIM TAB OPERATIONAL CHECK procedure in this section.
D. Functional Check
(1) Remove access panel 331FL on the left and right side of the upper vertical stabilizer (Ref.
(2) Move the elevator surface (1) and install a rig pin (3) (20, Table 1, Chapter 27-00-00) in the aft
elevator bellcrank through the vertical stabilizer (4). Look at the opposite side of the vertical
stabilizer to verify that the rig pin has protruded. Using minimum force try to manually move the
elevators up and down to verify that the rig pin is correctly installed and that the elevators do not
move (Ref. Figure 203).
(3) Perform the ELEVATOR TRAVEL BOARD INSTALLATION procedure (Ref. 27-00-02). Verify
that the elevator is at 0°. If the elevator is not at 0°, perform the ELEVATOR CONTROL SYSTEM
(4) Perform the ELEVATOR TAB TRAVEL BOARD INSTALLATION procedure (Ref. 27-00-02).
(5) Rotate the elevator trim control wheel (1) to align the trailing edge of the trim tab with the elevator
surface (Ref. Figure 206).
(6) The 0 mark on trim position dial (6) must be aligned with the trim indicator mark (3) on the
pedestal edgelighted panel (4).
CAUTION: The elevator trim system must not be forced past the limits that are
indicated on the elevator trim position dial (6) by a red mark (2).
(7) Rotate the elevator trim control wheel (1) counter clockwise to the full nose down position and
make sure that the tab moves to the full up position 5.5° to 6° smoothly with no unusual noise
or binding.
(8) Rotate the elevator trim control wheel (1) clockwise to the full nose up position and make sure
that the tab moves to the full down position 16.5° to 17.5° smoothly with no unusual noise or
binding.
(9) If the elevator trim tab requires adjustment, perform the ELEVATOR TRIM TAB RIGGING
(10) Remove the elevator tab travel boards.
(11) Remove the elevator travel board.
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(13) Install access panel 331FL on the left and right side of the upper vertical stabilizer (Ref. Chapter
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Elevator Trim Tab Tension Graph

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Elevator Trim Tab Actuator Rod Adjustment

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Elevator Trim Tab Cable Stop

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Elevator Trim Actuator Cable Adjustment

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Elevator Trim Tab Indicator Adjustment

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ELEVATOR TRIM TAB ACTUATORS - MAINTENANCE PRACTICES
1. Elevator Trim Tab Actuator

A. Removal
(1) Attach a red tag to the elevator trim control wheel with the words "Do Not Operate, Maintenance
In Progress".
(2) Remove angle fairing 333ETC on the top right side of the horizontal stabilizer (Ref. Chapter
(3) Remove panels 333 ATC, 351 ATL, 351BTL, 352BBR and 352ABR (Ref. Chapter 06-50-00,
(4) Remove both elevators (Ref. 27-30-00, ELEVATOR REMOVAL).
(5) Move the right side actuator upper cable until the distance from the actuator housing to the
terminal end is 5.50 to 5.75 inches (Ref. Figure 204, Detail B).
(6) Install cable block (1) on the horizontal and vertical cables (Ref. Figure 201).
(7) Identify, tag and disconnect the turnbuckle left-hand threads terminal end (4) from turnbuckle (5).
Identify, tag and disconnect the turnbuckle right-hand threads terminal end (7) from turnbuckle
(8) Move the trim actuator rod to the fully retracted position (Ref. Figure 204).
(9) Loosen the actuator rod end jamnuts (5) and disengage the "dog bone" (4) from the slots in the
ends of the actuator rods (3). Loosen the large jamnut (17) on the forward clevis (16) to unlock
the bolt (12).
(10) Cut and remove the safety wire between the two push-pull rods (11) as needed (Ref. Figure
202).
(11) Rotate the push-pull rods (11) and rod ends (10) through 90° to allow removal of the bolts (12).
Remove bolts (12) and the push-pull rods (11) (Ref. Figure 204).
(12) Remove the outboard rod end (10) and turn the outboard rod into the actuator housing enough
to clear the rod from the actuator mount opening.
(13) Remove screws from access plate around trim actuator housing and remove the access plate.
NOTE: Perform Steps (14) and (15) only if the FA2100 Flight Data Recorder is installed on
this airplane.
(14) Open the DC power FLT DATA - RCDR and FDAU circuit breakers and the 26 VAC power FLT
(15) Identify, tag, and disconnect the electrical connector connecting the elevator trim position
potentiometer (sensor) electrical harness to the airplane wiring. Remove harness clamps and
attaching hardware.
NOTE: Note the locations of shims (if installed) and lengths of the actuator mounting bolts
during actuator removal to ensure proper reassembly.
(16) Remove the mounting bolts and remove the actuator.

(1) Perform the ELEVATOR TRIM TAB ACTUATOR REMOVAL procedure in this section.
(2) Align the cable terminal ends together.
(3) Remove safety wire, nut (2) and lock (1) from the bronze shaft (Ref. Figure 206).
(4) Remove safety wire, screws (13) and washers (12) from the elevator trim tab actuator end cap
(3).
(5) Remove the elevator trim tab actuator end cap (3) from the elevator trim tab actuator (9).
(6) Remove the elevator trim tab actuator end cap spacer (4) from the elevator trim tab actuator (9).
(7) Carefully remove the cable drum end cap bearing (5) from the elevator trim tab actuator housing
(9).
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(8) Remove cable drum (7) and cable from the elevator trim tab actuator housing (9).
(9) Remove cable drum key (6) from the actuator shaft slot (8).
NOTE: Check the length of the cable drum key. If a 1 inch key (P/N NAS558P404-16) is
installed, replace key with a 15/16 inch length key (P/N NAS558P404-15).
(10) Unwind the cable from the cable drum (Ref. Figure 205).
(11) Remove the cable lock pin from the drum and remove the cable.
(12) Check cable for cleanliness and damage. Replace cable if necessary.
(13) Dip the cable in corrosion preventative compound (4, Table 2, 27-00-00). Remove excess
corrosion preventative compound by wiping with a clean cloth.
(14) Attach a tag labeled "left-hand threads terminal end" to the cable left-hand threads terminal end.
(15) Attach a tag labeled "right-hand threads terminal end" to the cable right-hand threads terminal
end.
(16) Wrap the elevator trim tab actuator cable on the cable drum as follows:
(a) Align the terminal ends of the elevator trim tab actuator cable together and mark the middle
of the elevator trim actuator cable with ink or paint.
(b) Locate the side of the elevator trim tab actuator cable with the right-hand threaded terminal
end. Position the right-hand threads terminal end side of the cable on the actuator housing
side of the cable drum. Position the middle of the cable in the middle of the cable drum
slot and slide the cable lock pin in place (Ref. Detail B).
(c) From the lock pin, fully wrap each cable end around the drum beginning with the outside
grooves and work toward the middle of the drum (Ref. Detail C).
(17) Position the cable drum key (6) into the actuator shaft slot (8) and slide the drum (7) over the
cable drum key (6) and into the elevator trim tab actuator housing (9). Check to ensure the drum
key (6) is even with the cable drum (7) (Ref. Figure 206).
(18) Carefully install the cable drum end cap bearing (5) in the elevator trim tab actuator housing (9).
(19) Safety wire holes of the elevator tab actuator end cap must face outward and be positioned away
from the center of the actuator. Install the elevator tab actuator end cap (3) on the elevator trim
actuator (9).
(20) Install washers (12) and screws (13) in the elevator trim tab actuator end cap (3) and secure
with safety wire.
(21) Install the elevator trim tab actuator end cap spacer (4) in the elevator trim tab actuator housing
(9). The slots on the spacer are pointing out. Align one slot of the spacer with the shaft slot (8).
(22) Place the key (1) onto the nut (2) and position the nut (2) and key (1) with the shaft slot (8) and
one slot of the spacer (4). Screw nut (2) onto shaft and torque nut 85 to 100 inch pounds (Do
Not Over Torque). Secure nut (2) and key (1) with safety wire.
(23) Move the elevator trim tab actuator cable to ensure that the actuator operates smoothly.
(24) Proceed to the ELEVATOR TRIM TAB ACTUATOR INSTALLATION procedure in this section.
C. Installation
(1) Position the actuator in place with the cable ends inboard. Install shims, if installed, between
the actuator housing and adapter. Install bolts, washers and nuts. Check for proper bolt length
at each corner of the tab actuator.
(2) Rotate the outboard rod out and align rod with the inboard rod.
(3) Identify and connect the turnbuckle left-hand threads terminal end (4) to turnbuckle (5). Identify
and connect the turnbuckle right-hand threads terminal end (7) to turnbuckle (8). Remove tags
and tension cables to remove cable slack (Ref. Figure 203).
(4) Remove cable block (1) from the horizontal and vertical cables (Ref. Figure 201).
(5) Move the right side actuator upper cable until the distance from the actuator housing to the
terminal end is 5.50 to 5.75 inches (Ref. Figure 204, Detail B).
NOTE: The left side actuator lower cable may not be at the same dimension as the right
side upper cable.
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(6) Check measurement on both left and right actuators from the actuator housing (2) to the end of
the rod (3). Measurement should be 1.90 to 1.96 inches (Ref. Figure 204).
Steps:
(a) Adjust rods (3) until measurement is obtained.
(b) Install the plates (dog bone) (4), tab washers (14), jamnuts (5) and rod ends (10) to the
rods (3) while holding the rods in place to ensure that the rig dimensions of the rods are
maintained.
(c) Tighten jamnuts (5) finger tight.
(8) Check measurement on both left and right actuators from the actuator housing (2) to the center
of the rod end (10). Measurement should be 3.07 to 3.13 inches. The rod end (10) threads must
be visible through the actuator rod (3) inspection holes(13).
Steps:
(a) Loosen jamnuts (5) on rod ends (10).
(b) Adjust rod ends (10) until measurement is obtained.
(c) Tighten the rod end jamnuts (5).
(10) Check the length of the push-pull rod (11) from the center of the forward clevis (16) to the center
of the aft clevis (8). Measurement should be 10.35 ± 0.06 inches.
Steps:
(a) Loosen jamnuts (9) on the adjustment studs (6).
(b) Adjust the adjustment studs (6) until measurement is obtained.
(c) Tighten jamnuts (9) on the adjustment studs (6) and recheck measurement.
(12) Loosen the actuator rod end jamnuts (5), disengage the tab washer (14) teeth from the slots in
the ends of the actuator rods (3) and rotate both rod ends (10) 90°. Make sure that the "dog
bone" teeth are engaged in the rod slots to prevent the rods from moving.
(13) Attach each push-pull rod (11) and rotate rod ends (10) back 90°.
CAUTION: The push-pull rods (11) must be installed so that they are offset up
from the actuator rod ends (10).
(14) Engage the "dog bone" (4) teeth and the tab washers in the appropriate slots in the ends of the
actuator rods (3).
(15) Tighten the rod end jamnuts (5) and install 0.032 inch safety wire.
NOTE: The dog bone (4) should have some play in the actuator rod (3) slots when installed
properly.
(16) Tighten the large clevis jamnuts (17) at the forward clevises (16).
(17) Measure the distance between the push-pull rods. This distance must be maintained after the
safety wire is installed. Install 0.032 inch safety wire between the push-pull rods as shown in
Views A-A and B-B (Ref. Figure 202).
NOTE: Safety wire installed between the push-pull rods should be tight enough only to
align the push-pull rods.
(18) Install both elevators (Ref. 27-30-00, ELEVATOR INSTALLATION).

(19) Remove the red tag from the elevator trim control wheel.
(21) Install 0.032 inch safety wire through the push-pull rods as shown (Ref. Figure 202, View C-C).
NOTE: Perform Steps (22), (23) and (24) only if the FA2100 Flight Data Recorder is
installed on this airplane.
(22) Position the elevator trim position potentiometer (sensor) electrical harness in the airplane.
Install the harness clamps and attaching hardware. Connect the electrical connector to connect
the potentiometer electrical harness to the airplane wiring.
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(23) Close the DC power FLT DATA - RCDR and FDAU circuit breakers and the 26 VAC power FLT
(24) Ensure all requirements of the ELEVATOR TRIM POSITION POTENTIOMETER (SENSOR)
INSTALLATION procedure have been completed (Ref. to Chapter 31-31-15 in the MODEL
SUPPLEMENT, P/N 129-590000-109).
(25) Perform the ELEVATOR ELECTRIC TRIM OPERATIONAL CHECK or MANUAL ELEVATOR
TRIM OPERATIONAL CHECK as applicable (Ref. 27-30-09).
(26) Install panels 333ATC, 351ATL, 351BTL, 352BBR and 352ABR (Ref. Chapter 06-50-00,
NOTE: It is permissible to use Sealant Tape (25, Table 2, 27-00-00) as a moisture seal
when installing these panels.
(27) Install the angle fairing 333ETC on the top right side of the horizontal stabilizer (Ref. Chapter
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Elevator Trim Tab Actuator

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Elevator Trim Tab Actuator Safety Wire Installation

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Elevator Trim Tab Cables

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Elevator Trim Tab Actuator Adjustments

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Elevator Trim Tab Actuator Cable Drum Wrapping

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Elevator Trim Tab Actuator Assembly

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ELEVATOR ELECTRIC TRIM TAB SYSTEM - MAINTENANCE PRACTICES
1. Elevator Electric Trim Tab Cable - (All Airplanes without Collins APS-65H Autopilot System)
A. Disconnection
(1) Attach a red tag to the elevator electric trim switch with the words "Do Not Operate, Maintenance
In Progress".
(2) Open the ELEV TRIM circuit breaker on the circuit breaker panel.
(3) Remove fuselage access panels 311BL and 312BR (Ref. Chapter 06-50-00, FUSELAGE
ACCESS PANELS).
(4) Remove the left and right elevator electric trim servo covers.
(5) Install a cable block on the left and right cable drums so the cable will not unwind.
(6) Remove safety clips from the right servo cable turnbuckle (1) and disconnect the servo cable
(14) from the elevator trim cable (9) at the servo cable turnbuckle (Ref. Figure 203).
B. Connection
(1) Lubricate turnbuckle (1) with grease (1, Table 2, 27-00-00) for corrosion protection prior to
installation (Ref. Figure 203).
(2) Connect the right elevator electric servo cable (14) to the right elevator trim cable (9) at the cable
turnbuckle (1) and tension right elevator trim cable to remove slack.
(3) Remove the cable blocks from the left and right elevator electric trim servo cable drums.
(4) Close the ELEV TRIM circuit breaker on the circuit breaker panel (Ref Figure 204).
(5) Remove the red tag from the elevator electric trim switch.
(6) Perform the ELEVATOR ELECTRIC TRIM TAB CABLE RIGGING procedure in this section.
(7) Install the left and right elevator electric trim servo covers.
(8) Install fuselage access panels 311BL and 312BR (Ref. Chapter 06-50-00, FUSELAGE ACCESS
PANELS).
2. Elevator Electric Trim Tab Actuator - (All Airplanes without Collins APS-65H Autopilot System)
A. Removal
(1) Perform the ELEVATOR ELECTRIC TRIM TAB CABLE DISCONNECTION procedure in this
section.
(2) Disconnect the electrical connector (1) from the elevator electric trim control box (2) (Ref. Figure
201).
(3) Remove three mounting screws (4) and two nuts (the upper mounting screw has a nutplate)
from the elevator electric trim actuator (3) (Ref. Figure 201).
(4) Remove the elevator electric trim actuator (3) and control box (2) with the mounting bracket (5)
from the airplane by pulling the actuator outboard disengaging the universal joint.
B. Installation
(1) Position the elevator electric trim actuator (3), control box (2) and mounting bracket (5) (Ref.
Figure 201) in place and unwind the right elevator electric servo cable (14) from the right servo
cable drum (12) to align the right elevator electric servo cable (14) to the right elevator trim cable
(9) at the cable turnbuckle (1) (Ref. Figure 203).
(2) Align the elevator electric trim actuator (3), control box (2) and mounting bracket (5) in place
ensuring the cable drum shaft is engaged to the universal joint and install three mounting screws
(4) and two nuts (the upper mounting screw has a nutplate) (Ref. Figure 201).
(3) Connect the electrical connector (1) to the elevator electric trim control box (2) (Ref. Figure 201).
(4) Perform the ELEVATOR ELECTRIC TRIM TAB CABLE CONNECTION procedure in this section.
3. Elevator Electric Trim Tab Left Cable Drum and Cable - (All Airplanes without Collins APS-65H
Autopilot System)
A. Removal
(1) Perform the ELEVATOR ELECTRIC TRIM TAB ACTUATOR REMOVAL procedure in this
section.
(2) Using the manual elevator trim wheel, set the elevator trim to 0°.
(3) Install cable block to the right side elevator electric servo cable (14) at the right cable drum (12)
(Ref. Figure 203).
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Electric Elevator Trim Tab Actuator Installation

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Electric Trim Tab Servo

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Electric Elevator Trim Tab Cable Installation

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Electric Elevator Trim Tab Wiring Diagram

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(4) Remove safety clips from the left elevator electric trim cable turnbuckle (19).
(5) Disconnect the left elevator electric trim cable (4) terminal end from the turnbuckle (19).
(6) Remove safety wire (10) from the universal joint (13) and remove the roll pin securing the left
side of the universal joint (13) to the left cable drum shaft (7).
(7) Remove screws, washers and nuts (6) from the left elevator electric trim cable drum support
(22).
(8) Unwind the cable (4) from the cable drum (15) to expose the cable drum retaining pin.
(9) Align the small hole in the cable drum shroud (8) with the cable drum retaining pin hole.
CAUTION: While removing the cable drum retaining pin from the cable drum
(15), do not damage the cable drum grooves.
(10) Remove the cable drum retaining pin from the cable drum (15).
(11) Remove the retaining ring (16) from the cable drum shaft (7).
(12) Hold the cable drum (15) and tap on the inboard side of the shaft (7) toward the outboard side
of the left cable drum support (22). The bearing (21) will come out with the cable drum shaft (7).
Remove the cable drum shaft (7).
(13) Remove the cable drum shroud (8), cable drum (15) and cable (4) from the left cable drum
support (22).
(14) Remove the cable (4) from the cable drum (15).
B. Installation
(1) Position the cable ball in the cable drum (15) and slide the cable retaining sleeve in place (Ref.
Figure 203).
(2) Slide the cable drum shroud (8) over the cable drum (15) ensuring that the small hole in the
shroud (8) and the retaining pin hole in the cable drum (15) are positioned outboard.
(3) Position the cable drum shroud (8), cable drum (15) and cable (4) in the left cable drum support
(22).
(4) Slide the cable drum shaft (7) through the cable drum support (22) and cable drum (15) and
press the cable drum bearing (21) into the left cable drum support (22).
(5) Install the retaining ring (16) to the cable drum shaft (7).
CAUTION: While installing the cable drum retaining pin into the cable drum
(6) Align the cable drum shaft (7) hole with the cable drum (15) retaining pin hole and install the
cable drum retaining pin in the cable drum (15).
(7) Install screws, washers and nuts (6) securing the cable drum shroud (8) in the elevator electric
trim cable drum support (22).
(8) Wrap the cable (4) around the cable drum (15) fully ensuring the cable (4) wraps off the top of
the cable drum (15).
(9) Lubricate turnbuckle (19) with grease (1, Table 2, 27-00-00) for corrosion protection prior to
installation.
(10) Connect the left elevator electric trim cable (4) terminal end to the turnbuckle (19).
(11) Install safety clips in the left elevator electric trim cable turnbuckle (19).
(12) Align the cable drum shaft (7) with the universal joint (13).
(13) Install the roll pin into the universal joint (13) and safety wire (10).
(14) Perform the ELEVATOR ELECTRIC TRIM TAB ACTUATOR INSTALLATION procedure in this
section.
4. Elevator Electric Trim Tab Actuator Cable Drum and Cable - (All Airplanes without Collins APS-65H
Autopilot System)
A. Removal
section.
(2) Remove screws, washers and nuts (17) from the elevator electric trim cable drum end plate (18)
(Ref. Figure 203).
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(3) Remove the cable drum shroud (11) and the cable drum end plate (18) together from the trim
actuator.
(4) Unwind the cable (14) from the cable drum (12) to gain access to the cable drum retaining pin.
CAUTION: While removing the cable drum retaining pin from the cable drum
(5) Remove the cable drum retaining pin from the cable drum (12).
(6) Slide the cable drum (12) and cable (14) off the trim actuator cable drum shaft.
(7) Remove cable (14) from the cable drum (12).
B. Installation
(1) Position the cable ball in the cable drum (12) and slide the retaining sleeve in place (Ref. Figure
203).
(2) Slide the cable drum (12) on the trim actuator cable drum shaft and align the cable drum retaining
pin hole with the cable drum shaft hole.
CAUTION: While installing the cable drum retaining pin to the cable drum (12),
do not damage the cable drum grooves.
(3) Install the cable drum retaining pin in the cable drum (12) ensuring that the retaining pin is
recessed below the cable drum grooves.
(4) Wrap the cable (14) around the cable drum (12) ensuring the cable (14) wraps off the bottom of
the cable drum (12).
(5) Position the cable drum shroud (11) and end plate (18) to the trim actuator.
(6) Install screws, washers and nuts (17) securing the cable drum shroud (11) and end plate (18) to
the trim actuator.
section.
5. Elevator Electric Trim Tab Universal Joint - (All Airplanes without Collins APS-65H Autopilot System)
A. Removal
section.
(2) Install cable block on the left cable drum.
(3) Remove safety wire (10) from the left side of the universal joint (13) and remove the roll pin
securing the left side of the universal joint (13) to the left cable drum shaft (7) (Ref. Figure 203).
(4) Remove the universal joint (13) from the airplane.
B. Installation
(1) Align the left side universal joint (13) hole with the left cable drum shaft (7) hole and install the
roll pin (Ref. Figure 203).
(2) Safety wire (10) the roll pin to the universal joint (13).
(3) Remove cable block from the left cable drum.
section.
6. Elevator Servo Magnetic Clutch - (All Airplanes without Collins APS-65H Autopilot System)
A. Removal
(1) Remove the cover from the clutch housing (Ref. Figure 202).
(2) Loosen the setscrew in the clutch rotor and armature hubs.
(3) Remove the motor from the clutch housing.
(4) Slide the cable drum and shaft assembly from the clutch housing.
(5) Remove the clutch from the clutch housing.
B. Installation
(1) Install the clutch in the clutch housing (Ref. Figure 202).
(2) Slide the cable drum and shaft assembly into the clutch housing.
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(3) Tighten the clutch armature setscrews with no visible end play in the cable drum shaft. Slide
the clutch rotor on the motor shaft to obtain 0.010 to 0.015 inch clearance between the friction
surfaces of the clutch before tightening the setscrews. Stake both setscrews.
(4) Install the motor on the clutch housing with the attaching screws.
(5) Install the cover on the clutch housing.
C. Torque Test
The following check should be performed any time the magnetic clutch is replaced.
(1) With a 28 vdc power source, actuate the magnetic clutch. Connect the red lead to ground and the
white lead to 28 vdc. With a torque wrench, check to see that the clutch will hold 30 inch-pounds
applied at the actuator shaft.
(2) If the static torque of the clutch is less than 30 inch-pounds, burn the clutch in as follows:
(a) Bolt the actuator to a plate and tighten the plate into a vise.
(b) Fabricate a rod that will fit the hole in the end of the drum shaft. Grind the rod so that it has
a flat end (like a screwdriver) to fit into the slot in the bottom of the hole.
(c) Fit the other end of the rod to a low speed motor (450 rpm) for a source of power to burn
in the clutch.
(d) Using 14 to 16 vdc power, activate the magnetic clutch and run the motor for 15 seconds.
Allow to cool for one minute and check torque. When 30 inch-pounds of torque as checked
in Step (1) is achieved, assemble the unit and place it back in service.
NOTE: Exceeding the 15 second burn-in periods may overheat and damage the
magnetic clutch. Always allow to cool and blow clean with compressed air to
prevent damage.
D. Torque Adjustment
The following adjustment must be performed any time a magnetic clutch is replaced. Complete
actuator and control assemblies are preadjusted. The adjustment may be performed on the airplane
or on the bench using a test fixture (16, Table 1, 27-00-00) and test tool (17, Table 1, 27-00-00) and
a 28 vdc regulated power supply.
(1) Turn the battery switch ON.
(2) Turn the external power switch ON.
(3) Disconnect the servo bridle cables from the elevator trim cables.
(4) Attach a force gage to the right-hand electric trim servo cable.
(5) Operate the control wheel electric trim switch in the nose-up direction. The force gage should
read 55 ± 5 pounds with the clutch clipping. If outside of this range, adjust R2 on the servo
control box (Ref. Figure 203).
(6) Relocate the force gage to the left-hand electric trim servo cable.
(7) Operate the control wheel electric trim switch in the nose-up direction. The force gage should
read 55 ± 5 pounds with the clutch clipping. If outside of this range, adjust R2 on the servo
control box.
(8) Reconnect bridal lamps, tension the cables, safety the turnbuckles and replace all access
panels.
7. Elevator Electric Trim Tab Cable

A. Rigging
NOTE: Make sure that the elevator trim system has been rigged prior to performing this
procedure.
ACCESS PANELS).
(2) Rotate the elevator trim wheel to the full up travel. Verify that the turnbuckles (1 and 19) clear
the cable drums (12 and 15) and the bridle clamp (3) does not enter the vertical stabilizer area.
Ensure that the elevator electric servo cables (4 and 14) are not twisted around the elevator trim
primary cables (5 and 9). Adjust the trim cable bridle clamps (3) as necessary (Ref. Figure 203).
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(3) Rotate the elevator trim wheel to the full down travel. Verify that the turnbuckles (1 and 19) clear
the cable drums (12 and 15) and the bridle clamp (3) does not enter the vertical stabilizer area.
Ensure that the elevator electric servo cables are not twisted around the elevator trim primary
cable. Adjust the trim cable bridle clamps (3) as necessary.
(4) Verify that the bridle clamp (3) screws are installed with the screw heads on the right side of the
primary elevator trim cables (5 and 9).
(5) Position a cable tensiometer (9, Table 1, 27-00-00) at least three inches from the turnbuckles (1
and 19) and measure the cable tension of both elevator electric trim cables (4 and 14). Cable
tension must be 9 +3 / -2 pounds. Remove safety clips from the turnbuckles (1and 19) and
adjust turnbuckles (1 and 19) as required. Install safety clips in the turnbuckles (1 and 19).
(6) Perform the ELEVATOR ELECTRIC TRIM OPERATIONAL CHECK procedure (Ref. 27-30-09).
PANELS).
8. Elevator Electric Trim Actuator

A. Speed Adjustment
Adjustment of servo speed must be performed any time a complete actuator assembly is replaced.
The elevator trim system and the electric elevator trim system must be fully installed, rigged and
tensioned prior to performing the following Steps:
ACCESS PANELS).
(2) Connect a 28 vdc regulated power supply to the airplane.
(4) Turn the external power switch ON.
(5) Attach a piece of tape to either elevator system trim cable and locate a scale next to the tape.
(6) Starting from just short of the tab full-up position (nose-down), operate the electric elevator trim in
the nose-up direction. The time required for the cable to travel 10.0 inches should be between
35.3 and 37.2 seconds. If not, adjust R1 (6) on the electrical control box (2) to produce the
required travel rate. If the required travel rate cannot be produced, check for magnetic clutch
slippage or binding in the cable system (Ref. Figure 201).
(7) Remove the scale and tape.
PANELS).
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ELEVATOR TRIM TAB INDICATOR - MAINTENANCE PRACTICES
1. Elevator Trim Tab Indicator

A. Removal
(1) Place the elevator trim control wheel so that the 0 mark on trim position dial (6) aligns with the
trim indicator mark (3) on the pedestal edgelighted panel (4) (Ref. Figure 203, Detail A).
(2) Remove screw (1) and washer(s) (8) from the trim control wheel (3). Pull the trim control wheel
(3) outboard and remove from pedestal (Ref. Figure 202).
NOTE: The position dial (6) and the mount (9) are bonded together as an assembly.
(3) Rotate the position dial (6) to align holes with the screws (10). Remove three screws (10) from
the mount (9).
(4) Remove the position dial (6) and mount (9) from the pedestal.
B. Installation
NOTE: The position dial (6) and the mount (9) are bonded together as an assembly (Ref. Figure
202).
(1) Align the position dial (6) and mount (9) to the pedestal and install three screws (10).
(2) Align the 0 degree position on the position dial (6) with middle triangular trim indicator mark (3)
on the pedestal edgelighted panel (4) (Ref. Figure 203, Detail A).
(3) Align hub (2) and push the control wheel (3) inboard and rotate to engage the hub (2) to the
chain sprocket (7) (Ref. Figure 202).
(4) Engage the control wheel gear (4) to the reduction gear (5) and install screw (1) and washers
(8).
(5) Perform the ELEVATOR TRIM TAB INDICATOR ADJUSTMENT procedure in this section.
C. Inspection
(1) Remove screw (1) and washer(s) (8) from the trim control wheel (3). Pull the trim control wheel
(3) outboard and remove from pedestal (Ref. Figure 202).
(2) Inspect the control wheel gear (4) and reduction gear (5) for distortion, wear and missing teeth.
(3) Align hub (2) and push the control wheel (3) inboard and rotate to engage the hub (2) to the
chain sprocket (7).
(4) Engage the control wheel gear (4) to the reduction gear (5) and install screw (1) and washers
(8).
(5) Perform the ELEVATOR TRIM TAB INDICATOR ADJUSTMENT procedure in this section.
D. Adjustment
(1) Remove the lower aft rig pin access panel 331FL on the left and right side of the upper vertical
PANELS).
(2) Move the elevator surface to neutral position (0°) and install rig pin (20, Table 1, 27-00-00) in
the aft elevator bellcrank. Using minimum force, try to manually move the elevators (1) up and
down to verify that the rig pin is correctly installed. Ensure the elevators do not move. Look at
the opposite side of the vertical stabilizer to verify that the rig pin (3) has protruded (Ref. Figure
201).
(3) Rotate the elevator trim wheel to align the trailing edge of the trim tab (6) with the trailing edge
of the elevator surface.
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(4) The 0 mark on trim position dial (6) must be aligned with the trim indicator mark (3) on the
pedestal edgelighted panel (4). If the 0 mark on the trim position dial (6) is not aligned with the
trim indicator mark (3) on the pedestal edgelighted panel, proceed to Step D.(4)(a). If the 0 mark
on the trim position dial (6) is aligned with the trim indicator mark (3) on the pedestal edgelighted
panel (4), proceed to Step (5). (Ref. Figure 203, Detail A).
(a) Remove screw (1) from the trim control wheel (3). Pull the trim control wheel outboard, until
the control wheel gear (4) is disengaged from the reduction gear (5) (Ref. Figure 202).
NOTE: The control wheel gear (4) is bonded to the hub inboard of the trim control
wheel (3).
(b) With the reduction gear (5, Figure 202) disengaged, rotate the position dial (6) aligning the
0 degree position on the position dial with middle triangular trim indicator mark (3) on the
pedestal edgelighted panel (4) (Ref. Figure 203).
(c) Push the control wheel inboard and rotate to engage the hub (2) to the chain sprocket (7)
(Ref. Figure 202).
(d) Engage the control wheel gear (4) to the reduction gear (5) and install screw (1).
(5) Rotate the trim wheel (1) to the full nose up limit. Verify the elevator trim tab trailing edge is down.
Place a red mark (2) 0.06 inches wide and 0.30 inches long on the position dial (6) opposite the
trim indicator mark (3) on the pedestal edgelighted panel (Ref. Figure 203, Detail B).
(6) Rotate the trim wheel (1) to the full nose down limit. Verify the elevator trim tab trailing edge is
up. Place a red mark (2) 0.06 inches wide and 0.30 inches long on the position dial (6) opposite
the trim indicator mark (3) on the pedestal edgelighted panel (Ref. Figure 203, Detail C).
(7) Remove aft elevator bellcrank rig pin (3) (Ref. Figure 201).
(8) Install the lower aft rig pin access panel 331FL on the left and right side of the upper vertical
PANELS).
(9) Rotate the elevator trim wheel until the 0 mark on position dial (6) is aligned with the trim indicator
mark (3) on the pedestal (5) edgelighted panel (4) (Ref. Figure 203, Detail A).
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ELEVATOR ELECTRIC TRIM - MAINTENANCE PRACTICES
1. Elevator Electric Trim

(1) Perform the APPLYING GROUND POWER procedure in Chapter 24-40-00.
(2) Set the elevator trim switch, located on the pedestal, to the ON position.
(3) Actuate each switch of the dual trim switch, on the pilot's and copilot's control wheel,
independently to the NOSE DOWN and the NOSE UP position and verify that the trim system
does not activate.
CAUTION: While performing this procedure do not keep the trim buttons
(switches) depressed after the trim tab has reached its full limit of
travel.
(4) Actuate both trim switches on the pilot's control wheel to the NOSE UP position and note the
trim wheel movement in the proper direction as well as full travel. Verify visually that the trim tab
itself travels to the proper position (trim tab full down).
(5) Actuate both trim switches on the pilot's control wheel to the NOSE DOWN position and note
the trim wheel movement in the proper direction as well as full travel. Verify visually that the trim
tab itself travels to the proper position (trim tab full up).
(6) Repeat Steps (4) and (5) on the copilot's control wheel.
NOTE: Review Steps (7) and (8) before proceeding with this procedure. Time critical
actions are involved.
(7) Actuate both trim switches on the copilot's control wheel to the NOSE UP position, the trim wheel
begins moving. After 3 to 5 seconds perform Step (8).
(8) Actuate both trim switches on the pilot's control wheel to the NOSE DOWN position. As soon
as the trim wheel reverses its direction of travel, release ALL trim buttons. This verifies pilot
override.
(9) Actuate both trim buttons on the pilot's control wheel to the NOSE UP position and while trim tab
is in travel depress the red disconnect switch on the control wheel to the second detent position
and release. Note the PITCH TRIM OFF annunciator is illuminated and the elevator trim system
is deactivated.
(10) Reactivate the elevator trim system by setting the elevator trim switch to OFF then ON and
repeat Step i. on the copilot's control wheel.
(11) Set the elevator trim switch to the OFF position and manually rotate the elevator trim wheel to the
stops in both directions to check for freedom of movement. Repeat this Step with the elevator
trim switch set to the ON position and verify freedom of movement.
(12) Perform the REMOVING GROUND POWER procedure (Ref. Chapter 24-40-00)
2. Manual Elevator Trim

Manual control of the elevator trim is accomplished with a hand wheel located on the left side of the
pedestal. It is a conventional trim wheel which is rolled forward for nose-down trim, and aft for nose-up
trim.
CAUTION: The elevator trim system must not be forced past the limits which are
indicated on the elevator trim indicator scale by a red line.
(1) Rotate the elevator trim wheel to the stops in both directions to check for freedom of movement.
(2) Rotate the elevator trim wheel to the forward stop (airplane nose down) and verify that the trim
tab travels to the proper position (trim tab trailing edge full up).
(3) Rotate the elevator trim wheel to the aft stop (airplane nose up) and verify that the trim tab travels
to the proper position (trim tab trailing edge full down).
(4) Set the elevator trim wheel 1 1/2 units in the nose-up position.
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(5) Verify that the elevator trim tabs are in approximately the neutral position.
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STALL WARNING SYSTEM - DESCRIPTION AND OPERATION
1. General
The stall warning system consists of the following major components: the lift computer, the aural warning
system, left landing gear squat switch, a stall warning self-test switch, a 5-amp circuit breaker (furnishing
power to the system), a heat panel for the transducer, a stall warning heat sensor control relay and a
15-amp circuit breaker (providing power to the heat panel) (Ref. Figure 1).
The nucleus of the stall warning system is the lift computer, which processes information from the lift
transducer and the flap down-limit switch assembly. The computer makes use of this information and
compensates for changes in airplane attitude, airspeed and flap and gear position to sound the stall
warning, thereby alerting the crew to an impending stall condition. The lift computer is grounded through
the left landing gear safety switch which opens and disables the entire system when the airplane is on
the ground.
In general, the system provides precise prestall warning to the pilot by activating the warning signal
when specific lift coefficients are reached. The activation level of the warning tone is changed by the
flap position.
WARNING: Perform the STALL WARNING SYSTEM CALIBRATION procedure after

performing maintenance on or replacement of either the Lift Transducer
or the Stall Warning Computer
A. Lift Transducer
The transducer has a power requirement of 10V at 720 Hz, which is provided by the lift computer.
A small vane protruding into the airstream responds to the change in lift coefficient of the wing with
change in angle of attack, and transmits a signal output to the lift computer. The vane is protected
from icing by an integral anti-icing heater.
The lift transducer heat elements are controlled through a relay mounted on the stall warning heat
panel assembly. The heat control relay coil is energized through the left landing gear safety switch
when the airplane is on the ground. Current to the heat elements is shunted around the open contacts
of the heat control relay through series resistors, which reduce the voltage to the heat elements
and prevent the elements from overheating during ground operation. During inflight operations, the
ground circuit to the heat element control relay coil is opened by the landing gear safety switch, and
bus voltage is shunted around the series resistors and applied directly to the transducer vane and
mounting plate heat elements.
An internal solenoid in the lift transducer, energized through the self-test circuit of the lift transducer
when the self-test switch in the flight compartment is depressed, raises the vane of the transducer and
simulates an impending stall condition. When the stall warning test switch is depressed, the landing
gear safety switch grounding circuit is bypassed and the system is biased to ground at pin 8 of the lift
computer. This is a positive test of only the stall warning annunciation system, but does not verify the
integrity of calibration, the landing gear safety switch circuit or the flap down-limit switch circuits.
The flap down-limit switch assembly provides biasing inputs to the lift computer for flap settings
of APPROACH and LANDING. These inputs are processed by the lift computer to compensate
for changes in angle of attack as a result of changing the configuration of the wing through the
application of flaps.
B. Lift Computer
The lift computer is a solid state electronic unit incorporating power distribution, computation,
monitoring, test and warning functions. The computer will process signals from the transducer, the
flap position sensor and a test switch in the crew compartment. The lift computer will supply a 28 vdc
stall warning output signal to the audio system to sound the stall warning horn when the speed ratio
decreases below the value indicated for flap position.
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Stall Warning System Schematic

Figure 1 (Sheet 1)
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STALL WARNING SYSTEM - TROUBLESHOOTING
1. General
WARNING: When testing the anti-icing function of the transducer vane and
mounting plate, use extreme caution as either surface can cause
burns. It should be further noted that prolonged operation of the
anti-ice function in still air could damage the transducer; therefore,
it is imperative that the transducer heat should not be ON in excess
of one minute. Any time the airplane is on jacks or the landing
gear squat switch is extended, the heat switch for the stall warning
system, if turned on, will produce high heat at the transducer.
A. For a complete functional test procedure and troubleshooting guide for the stall warning system, refer
to the latest revision of the Safe Flight Instrument Corporation Procedure R-2200 in the Model 1900
Airliner Series Component Maintenance Manual, P/N 114-590021-11 or subsequent revision. This
procedure also includes calibration check and adjustment procedures for the stall warning computer.
B. A sensitive precision voltmeter (digital preferred), accurate enough to detect a change of at least 0.1
volt, should be used for making voltage measurements. A breakout test box (14, Table 1, 27-00-00)
designed for the purpose of gaining access to the various inputs and outputs for the lift computer may
be purchased or fabricated locally. The wires from each connector are appropriately connected to a
terminal strip inside of the box so that all inputs and outputs for the lift computer are carried through
the breakout box. A series of jacks, correspondingly identified with pin locations, are used to tap off
the desired signals for measurement with the voltmeter. Polarity must be closely observed, as both
positive and negative voltage may be encountered when measuring outputs and inputs. The breakout
box is connected in series between the airplane harness and the lift computer and provides for parallel
access to the inputs and outputs.
C. A force applicator (15, Table 1, 27-00-00) is used to apply forces to the transducer vane for checking
of the lift computer trip point calibration.
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STALL WARNING SYSTEM - MAINTENANCE PRACTICES
1. Lift Transducer Assembly
WARNING: Perform the STALL WARNING SYSTEM CALIBRATION procedure after

performing maintenance on or replacement of either the Lift Transducer
or the Stall Warning Computer.
A. Removal
(1) Remove the four screws at each corner of the mounting plate which secure the lift transducer
assembly to the left outboard wing leading edge (Ref. Figure 201).
(3) Carefully pull the transducer assembly from the opening in the wing and disconnect the electrical
wiring. Tag identify the wires for correct terminal connection.
CAUTION: Use care not to damage the gasket around the transducer opening.
B. Installation
(1) Place the gasket on the transducer assembly (Ref. Figure 201).
(2) Position the transducer assembly and gasket to the opening in the left outboard wing leading
edge and connect the electrical wiring.
(3) Secure the transducer assembly to the wing leading edge with the four screws at each corner
of the mounting plate.
2. Stall Warning Computer

A. Removal
(2) Remove the center aisle carpet and floorboards, 133BTC and 143ATC just aft of the flight
compartment (Ref. Chapter 25-20-01 and Chapter 06-50-00).
(3) Locate the stall warning computer on the electrical equipment panel just forward of FS 177.35
and disconnect the electrical connector and ground strap from the computer (Ref. Figure 201).
(4) Remove the four screws from each corner of the computer and lift the computer from the airplane.
B. Installation
(1) Position the stall warning computer on the electrical equipment panel and secure it with the four
screws at each corner of the computer (Ref. Figure 201).
(2) Install the ground strap and the electrical connector to the computer.
(3) Install the center aisle floorboards and carpet (Ref. Chapter 25-20-01 and Chapter 06-50-00).
3. Stall Warning System Calibration
CAUTION: This procedure must be performed in its entirety in sequence. All portions of
the calibration sections are to be completed. The operator should not try to
perform only one calibration function.
WARNING: The Air Calibration Section procedure is required. The Ground

Calibration Section is a recommended procedure to be performed
before the Air Calibration flight.
A. Ground Calibration Section
(1) Remove the carpet as required (Ref. Chapter 25-20-01). Remove cabin floorboard panel
133ATC (Ref. Chapter 06-50-00).
(2) Open the STALL WARNING HEAT circuit breaker.
(3) Remove the potentiometer access cover from the stall warning computer (Ref. Figure 201).
(4) Disconnect the left squat switch and simulate an IN AIR condition.
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CAUTION: The anchor tab of the force applicator can be bent if the knob that
applies tension to the transducer mounting plate is over tightened.
Use care when installing the force applicator to prevent damage to
the anchor tab. Refer to the data supplied with the force applicator
or to Chapter 27 of the Beech 1900 Series Component Maintenance
Manual.
(5) Install the force applicator (15, Table 1, 27-00-00) with a 1952-1 gage onto the left wing in
accordance with the manufacturers instructions. Refer to the data supplied with the force
applicator or to Chapter 27 of the Component Maintenance Manual. The dial on the gage is to
be facing inboard and the force arm is to be on the forward side of the transducer vane. The
force arm must be positioned so that the applied force is within 1/32 inch of the transducer
vane tip (Ref. Figure 201).
(6) Verify that the vane is free to move with the force applicator installed.
(7) Apply external electrical power to the airplane.
(8) Apply electrical power to the airplane.
(9) Turn on one of the cockpit speakers if Kit Number 129-3004-1 has been installed or if serial
number is UE-262 and after.
WARNING: Ensure that all personnel and equipment are clear of the flap
areas before proceeding with this procedure.
(10) FLAPS RETRACTED CALIBRATION
(a) Ensure that the flaps are fully retracted.
(b) Deflect the transducer vane aft until the gage reads +1 tip grams (Ref. Figure 202).
(c) If the stall warning horn is not sounding, proceed to Step (d) If the stall warning horn is
sounding, turn the No. 0 potentiometer on the computer CCW until the horn just stops
sounding. Then turn the potentiometer CW until the horn just starts to sound. Proceed to
Step (e).
(d) If the stall warning horn is not sounding, turn the No. 0 potentiometer on the computer CW
until the horn just starts sounding.
(e) Deflect the transducer vane aft using the force gage until the horn stops sounding. Reduce
the force being applied to the vane to allow it to move forward until the horn just starts to
sound. The gage should indicate +1 ± 0.05 tip grams.
(11) APPROACH FLAPS CALIBRATION
(a) Ensure that the flaps are in the approach position.
(b) Reduce the force being applied to the vane to allow it to move forward until the gage
indicates 0 tip grams.
(c) If the stall warning horn is not sounding, proceed to Step (d) If the stall warning horn is
Step (e).
NOTE: If the expected tip grams reading is not obtained in Step (e), perform Steps (f)
and (g).
(e) Deflect the transducer vane aft using the force gage until the horn stops sounding. Reduce
sound. The gage should indicate 0 ± 0.05 tip grams as estimated by the operator.
(f) If the horn does not start to sound before the force arm loses contact with the vane,
reposition the force arm aft of and in contact with the vane and adjust the gage (moving
the vane forward) until the horn just starts to sound. The gage should indicate 0 to -0.05
tip grams as estimated by the operator.
(g) Reposition the force arm forward of and in contact with the vane and adjust the gage until
it indicates 0 tip grams as estimated by the operator.
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(12) FLAPS DOWN CALIBRATION

(a) Ensure that the flaps are in the full down position.
(b) Reduce the force being applied to the vane to allow it to move forward until the gage
indicates 0 tip grams as estimated by the operator.
(c) If the stall warning horn is not sounding, proceed to Step (d). If the stall warning horn is
Step (e).
NOTE: If the expected tip grams reading is not obtained in Step (e), perform Step (f).
(e) Deflect the transducer vane aft using the force arm until the horn stops sounding. Reduce
sound. The gage should indicate 0 ± 0.05 tip grams as estimated by the operator.
(f) If the horn does not start to sound before the force arm loses contact with the vane,
reposition the force arm aft of and in contact with the vane and adjust the force arm
(moving the vane forward) until the horn just starts to sound. The gage should indicate 0
± 0.05 tip grams as estimated by the operator.
(13) If applicable, turn off the cockpit speakers.
(14) Remove electrical power to the airplane.
(15) Remove external electrical power from the airplane.
(16) Remove the force applicator.
(17) Connect the left squat switch.
(18) Install the potentiometer access cover on the stall warning computer (Ref. Figure 201).
(19) Close the STALL WARNING HEAT circuit breaker.
(20) Install cabin floorboard panel 133ATC (Ref. Chapter 06-50-00). Install the carpet as required
B. Air Calibration Section
CAUTION: This procedure must be performed in its entirety in sequence. All

portions of the calibration sections are to be completed. The operator
should not try to perform only one calibration function.
(1) Remove the carpet as required (Ref. Chapter 25-20-01). Remove cabin floorboard panel
133ATC (Ref. Chapter 06-50-00).
(2) Remove the potentiometer access cover from the stall warning computer (Ref. Figure 201).
(3) Prior to flight, calculate the CG and weight so that the test will be conducted at 14,500 ± 400
pounds with the CG at FS 281.7 to FS 285.0.
(4) When in the test area at a safe altitude and in smooth air, check that the weight and balance are
within the parameters specified in Step (3).
(5) Place the propeller levers full forward and the condition levers to low idle.
NOTE: During the performance of the following Steps in this procedure, stall is defined as
the moment the control column contacts the full aft stop.
(6) FLAPS RETRACTED CALIBRATION

(a) With the flaps and landing gear up and the power set to idle, trim the airplane to 130 KIAS.
Slowly reduce speed (at a rate not higher than one knot per second) until the stall warning
horn sounds. Note the airspeed when the warning horn sounds and continue to slowly
reduce speed until the airplane stalls. Record the stall speed. The stall speed should be
between 91 and 98 KIAS. The stall warning horn should have sounded at an airspeed 4 to
9 knots faster than the stall speed.
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(b) If the stall warning horn did not sound at the proper airspeed, adjust potentiometer No.
0 until the stall warning sounds 4 to 9 knots prior to the stall. A clockwise adjustment
increases the speed at which the stall warning horn sounds; a counterclockwise
adjustment decreases the speed at which the stall warning horn sounds. One full turn of
the potentiometer will change the speed by approximately 3 knots.
(7) APPROACH FLAPS CALIBRATION
(a) With the flaps in the approach position and landing gear down and the power set to idle,
trim the airplane to 120 KIAS. Slowly reduce speed (at a rate not higher than one knot
per second) until the stall warning horn sounds. Note the airspeed when the warning horn
sounds and continue to slowly reduce speed until the airplane stalls. Record the stall
speed. The stall speed should be between 82 and 88 KIAS. The stall warning horn should
have sounded at an airspeed 4 to 9 knots faster than the stall speed.
(8) FLAPS DOWN CALIBRATION
(a) With the flaps and landing gear down and the power set to idle, trim the airplane to 110
KIAS. Slowly reduce speed (at a rate not higher than one knot per second) until the stall
warning horn sounds. Note the airspeed when the warning horn sounds and continue to
slowly reduce speed until the airplane stalls. Record the stall speed. The stall speed should
be between 77 and 83 KIAS. The stall warning horn should have sounded at an airspeed
4 to 9 knots faster than the stall speed.
(9) Install the potentiometer access cover on the stall warning computer (Ref. Figure 201).
(10) Install cabin floorboard panel 133ATC (Ref. Chapter 06-50-00). Install the carpet as required
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Lift Transducer Vane Positions

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FLAPS - DESCRIPTION AND OPERATION
1. General
A. Description
(1) The flaps, two on each wing, are driven by an electric motor through a gearbox mounted on
the forward side of the rear spar. The motor incorporates a magnetic clutch, which helps to
prevent overtravel of the flaps through the use of two sets of motor windings. The gearbox drives
four flexible driveshafts connected to jackscrews at each flap. The flap motor power circuit is
protected by a 20-ampere circuit breaker, placarded FLAP MOTOR, located under the floorboard
panel (133ATC) (Ref. Chapter 06-50-00). A 5-ampere circuit breaker, placarded FLAP IND &
CONTROL, for the control circuit is located on the right circuit breaker panel (Zone 246) (Ref.
Chapter 06-40-00).
(2) The flaps are operated by a sliding lever located just below the condition levers on the pedestal.
The flap control is used to select UP, 17° and 35° flap positions. Flap position is indicated on
the flap position indicator located directly above the engine condition levers in the pedestal. The
indicator reads a signal from the flap position transmitter that is driven by the right inboard flap.
(3) A signal in the aural warning system will sound when the flap position is not compatible with
engine power lever settings and landing gear positions. The flap travel limit switches, located
inboard of the right nacelle, along with the limit switches in the pedestal provide signals to the
flap warning circuit.
(4) The left and right split flap switches, located at the junction of the adjacent flaps in each wing,
disables power to the flap motor when either of the flaps in that pair travels more than 3° to 6°
out of phase with the adjacent flap. If this occurs, a flap override switch, located at the top of
the avionics nose compartment, is provided to allow the flaps to be retracted electrically while
the airplane is on the ground. Access to this switch is gained through the left avionics nose door
(Ref. Figure 1).
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Flap System Wiring Diagram

Figure 1 (Sheet 1)
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FLAPS - MAINTENANCE PRACTICES
1. Inboard Flap
A. Removal
(4) Lower flaps to the full down position, then open the FLAP IND & CONTROL circuit breaker
located on the right circuit breaker panel Zone 246 (Ref. Chapter 6-40-00, FLIGHT
COMPARTMENT ZONE DIAGRAM).
(8) Attach a red tag to the flap control lever with the words "Do Not Operate, Maintenance In
Progress".
(9) Remove the bolt (18), washers (17) and nut (16) securing the flap actuator (15) to the bracket
(5) on the leading edge of the flap. Slide the end of the actuator (15) free of the bracket (5) and
remove the bushing (19) from the end of the actuator (15) (Ref. Figure 201).
NOTE: Measure the extension of the flap actuator (15) screw so it can be attached in its
original position.
(10) Remove the patch plates (4) from the top of the flap (3) on each side of the inboard and outboard
roller brackets.
(11) Disconnect the end of the bonding jumpers (8) from the flap cove by removing screws (9) and
washers (10).
(12) On the RH inboard flap only (and the left inboard flap with FA2100 Flight Data Recorder System
installed), disconnect the linkage (20) to the flap position transmitter from the bracket (24) located
on the leading edge of the flap (3) approximately 19 inches outboard of the inboard flap track (6).
(13) Disconnect the flap safety switch mechanism (Ref. 27-50-06).
(14) Disconnect the flap limit switch arm (11) located on the RH inboard flap by removing cotter pin
(25), nut (12), washers (13) and bolt (14).
(15) Remove the cotter pin (5), nut (4), washer (3) and bolt (1) from the inboard flap outboard track
aft slot (Ref. Figure 203).
(16) Remove the cotter pin (11), nut (10), washer (9) and bolt (7) from the inboard flap inboard track
aft slot.
(17) While providing support for the flap, remove the cotter pin (5), nut (4), washer (3) and bolt (1)
from the inboard flap outboard track forward slot.
from the inboard flap inboard track forward slot.
(19) Remove flap from the wing.
(20) Remove the bearing (6) and phenolic washer (2) from the forward and aft slots of the inboard
flap outboard tracks.
NOTE: UE-1 thru UE-359 may have a steel washer (2) installed on the forward roller of the
inboard flap outboard track instead of a phenolic washer. It is recommended to
discard the steel washer and install a phenolic washer (2) in its place.
(21) Remove the bearing (12), phenolic washer (8) and teflon washer (13) from the forward and aft
slots of the inboard flap inboard tracks.
CAUTION: Never operate the flaps with the RH inboard flap removed. The limit
switches will be inoperative and serious damage to the flaps, wings
and actuating system could result.
(22) Perform FLAP ROLLER BRACKET CHECK as outlined in this section.
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B. Installation
NOTE: It is permissible to lubricate the flap tracks using dry film lubricant (42, Table 2, Chapter
12-00-00). If using this type of lubricant, it will be necessary to allow for proper cure time
following the manufacture's instructions.
(1) Lubricate flap tracks using lubricant (7, Table 2, 27-00-00).

(2) Position the bearing (6 and 12) and phenolic washer (2 and 8) in the forward slots of the inboard
flap inboard and outboard flap tracks. Install a teflon washer (13) on the inboard flap inboard
track only (Ref. Figure203).
NOTE: UE-1 thru UE-359 may have a steel washer (2) installed on the forward roller of the
inboard flap outboard track instead of a phenolic washer. It is recommended to
discard the steel washer and install a phenolic washer (2) in its place.
(3) With assistance, position the flap to the tracks. Align the holes and install the bolts (1 and 7),
washers (3 and 9), nuts (4 and 10) and cotter pin (5 and 11) to the forward slots of the inboard
flap inboard and outboard flap tracks.
(4) Position the bearing (6 and 12) and phenolic washer (2 and 8) in the aft slots of the inboard flap
inboard and outboard flap tracks. Install a teflon washer (13) on the inboard flap inboard track
only.
(5) With assistance, position the flap to the tracks. Align the holes and install the bolts (1 and 7),
washers (3 and 9), nuts (4 and 10) and cotter pin (5 and 11) to the aft slots of the inboard flap
inboard and outboard flap tracks.
CAUTION: To prevent flap track damage, install the flap rollers with the phenolic
washer between each flap roller bracket and the track (facing each
other) to the center of the flap.
NOTE: It is permissible to use a bolt one size longer or shorter as necessary to ensure
nut is secured.
It is permissible to add an additional 118-100000-9 teflon washer to the aft slot and
a 118-100000-15 teflon washer to the forward slot to provide proper clearance
where necessary.
Table 201. INBOARD FLAP ATTACH BOLTS
Bolt Part No. Bracket Doubler Combination Installed

NAS1305-14D standard bolt - no doublers installed
NAS1305-15D 0.063 doubler on one bracket
NAS1305-16D 0.063 doubler on two brackets or one 0.063 doubler
and flanged bushing on one bracket
NAS1305-17D 0.063 doubler on two brackets and a flanged bushing
in one bracket
NAS1305-18D 0.063 doubler on two brackets and flanged bushings
in both brackets
(6) Ensure that the flap actuator (15) is extended to the same length that was measured during
removal, then install the bushing (19) in the end of the actuator (15) (Ref. Figure 201).
(7) Align the end of the actuator (15) with holes in the bracket (5) on the flap (3) and install the bolt
(18), washers (17) and nut (16) securing the end of the actuator (15) in place.
(8) Connect the end of the bonding jumpers (8) to the flap cove by installing screws (9) and washers
(10).
(9) Connect the flap safety switch mechanism (Ref. 27-50-06).
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(10) On the RH inboard flap only (and the left inboard flap with FA2100 Flight Data Recorder System
installed), connect the linkage (20) to the flap position transmitter bracket (24) located on the
leading edge of the flap (3) approximately 19 inches outboard of the inboard flap track (6) by
installing the bolt (23), washers (22) and nut (21).
(11) Connect the flap limit switch arm (11) located on the RH inboard flap by installing bolt (14),
washers (13), nut (12) and cotter pin (25).
(12) Install the patch plates (4) on each side of the inboard and outboard roller brackets.
(13) Remove the red tag from the flap control lever.
(14) If any changes were made to the flap actuator length or flap linkages, or if it is unknown if changes
were made perform the FLAP SYSTEM RIGGING procedure (Ref. 27-50-05).
(15) If no changes were made to the flap actuator length and no changes were made to any flap
linkages perform the FLAP SYSTEM FUNCTIONAL CHECK. (Ref. 27-50-05).
2. Outboard Flap
A. Removal
Progress".
(9) Remove the bolt (13), washers (12) and nut (11) securing the flap actuator (10) to the bracket
(3) on the leading edge of the flap (2). Slide the end of the actuator (10) free of the bracket (3)
and remove the bushing (14) from the end of the actuator (10) (Ref. Figure 202).
NOTE: Measure the extension of the flap actuator (10) screw so it can be attached in its
original position.
(10) Remove the patch plates (5) from the top of the flap on each side of the inboard and outboard
roller brackets.
(11) Disconnect the end of the bonding jumpers (7) from the flap cove by removing screws (8) and
washers (9).
(12) Disconnect the flap safety switch mechanism (Ref. 27-50-06).
(13) Remove the cotter pin (14), nut (13), washer (12) and bolt (11) from the outboard flap outboard
track aft slot (Ref. Figure 204).
(14) Remove the cotter pin (19), nut (18), washer (17) and bolt (16) from the outboard flap inboard
track aft slot.
from the outboard flap outboard track forward slot.
from the outboard flap inboard track forward slot.
(17) Remove flap from the wing.
(18) Remove the bearing (5) from the outboard flap outboard track forward slot.
(19) Remove the bearing with bonded washer (15) from the outboard flap outboard track aft slot.
(20) Remove the bearing (10) from the outboard flap inboard track forward slot.
(21) Remove the bearing with bonded washer (20) from the outboard flap inboard track aft slot.
CAUTION: Never operate the flaps with the RH inboard flap removed. The limit
switches will be inoperative and serious damage to the flaps, wings
and actuating system could result.
(22) Perform FLAP ROLLER BRACKET CHECK as outlined in this section.
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B. Installation
NOTE: It is permissible to lubricate the flap tracks using dry film lubricant (42, Table 2, Chapter
12-00-00). If using this type of lubricant, it will be necessary to allow for proper cure time
following the manufacture's instructions.
(1) Lubricate flap tracks using lubricant (7, Table 2, 27-00-00).

(2) Position the bearing (5) in the outboard flap outboard track forward slot (Ref. Figure 204).
(3) Position the bearing with bonded washer (15) in the outboard flap outboard track aft slot.
(4) Position the bearing (10) in the outboard flap inboard track forward slot.
(5) Position the bearing with bonded washer (20) in the outboard flap inboard track aft slot.
CAUTION: To prevent flap track damage, install the flap rollers so that the
flanges are facing each other to the center of the flap. The aft slot
rollers have a teflon washer bonded to the roller flange.
NOTE: It is permissible to use a bolt one size longer or shorter as necessary to ensure
nut is secured.
Table 202. OUTBOARD FLAP ATTACH BOLTS
Bolt Part No. Bracket, Doubler, Bushing Combination Installed

NAS1303-12D standard bolt - no doublers installed
NAS1303-13D 0.063 inch doubler on one bracket
NAS1303-14D 0.063 inch doubler on two brackets or one 0.063 inch
doubler and flanged bushing in one bracket
NAS1303-15D 0.063 inch doubler on two brackets and a flanged
bushing in one bracket
NAS1303-16D 0.063 inch doubler on two brackets and flanged
bushings in both brackets
(6) With assistance, position the flap to the tracks. Align holes and install the bolt (1), washer (2),
nut (3) and cotter pin (4) to the outboard flap outboard track forward slot.
(7) With assistance, position the flap to the tracks. Align the holes and install the bolt (6), washer
(7), nut (8) and cotter pin (9) to the outboard flap inboard track forward slot.
(8) Align holes and install the bolt (16), washer (17), nut (18) and cotter pin (19) to the outboard flap
inboard track aft slot.
(9) Align holes and install the bolt (11), washer (12), nut (13) and cotter pin (14) to the outboard flap
outboard track aft slot.
(10) Ensure that the flap actuator (10) is extended to the same length that was measured during
removal, then install the bushing (14) in the end of the actuator (10) (Ref. Figure 202).
(11) Align the end of the actuator (10) with holes in the bracket (3) on the flap and install the bolt (13),
washers (12) and nut (11) securing the end of the actuator (10) in place.
(12) Connect the flap safety switch mechanism (Ref. 27-50-06).
(13) Connect the end of the bonding jumpers (7) to the flap cove by installing screws (8) and washers
(9).
NOTE: With the flaps fully retracted and the aileron in the neutral position, the clearances
noted in the AILERON CLEARANCES illustration in Chapter 27-10-00 must be
maintained. The gap between the aileron and the outboard flap should be constant
within ± 0.06 inch from the leading edge to the trailing edge. These dimensions do
not apply to the lower forward area where the aileron tapers outboard.
(14) Install the patch plates (5) on each side of the flap brackets for the flap rollers.
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(16) If any changes were made to the flap actuator length or flap linkages, or if it is unknown if changes
were made perform the FLAP SYSTEM RIGGING procedure (Ref. 27-50-05).
(17) If no changes were made to the flap actuator length and no changes were made to any flap
linkages perform the FLAP SYSTEM FUNCTIONAL CHECK. (Ref. 27-50-05).
3. Flap Roller Bracket

A. Check
(1) Perform INBOARD FLAP REMOVAL and/or OUTBOARD FLAP REMOVAL procedures in this
section.
(2) Inspect the flap roller brackets, roller bearings and attachment hardware for wear.
(3) If any wear is noted, repair flap roller bracket as required (Ref. Model 1900 Airliner Series
Structural Repair Manual (SRM) Chapter 57-92-03 and/or 57-92-04).
(4) Perform INBOARD FLAP INSTALLATION and/or OUTBOARD FLAP INSTALLATION
procedures in this section.
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Inboard Flap Installation

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Outboard Flap Installation

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Inboard Flap Rollers

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Outboard Flap Rollers

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FLAP CABLES - MAINTENANCE PRACTICES
1. FLap Drive Cables

When installing the drive shaft assemblies, the direction of internal cable twist (or lay) must be determined.
Do this by looking at the diagonal lines on either of the square ends of the drive shaft (see the FLAP
FLEXIBLE DRIVE SHAFT INSTALLATION figure in Chapter 25-50-03).
A right-lay, 52-inch long drive shaft connects the left forward attach point of the flap gearbox to the left
inboard flap actuator.
A right-lay, 140-inch long drive shaft connects the right aft attach point of the flap gearbox to the right
outboard flap actuator.
A left-lay, 140-inch long drive shaft connects the left aft attach point of the flap gearbox to the left
A left-lay, 52-inch long drive shaft connects the right forward attach point of the flap gearbox to the right
inboard flap actuator.
Each drive shaft has a ferrule on one end that is 2-inches long and a ferrule on the other end that is
2.5-inches long. Connect the end of the drive shaft with the 2-inch ferrule to the flap gearbox.
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FLAP TRACKS - MAINTENANCE PRACTICES
1. Flap Track
A. Wear Limits
The maximum slot dimensions, including allowable wear, are 0.785 inch for the flap tracks on the
outboard flaps and 1.038 inches for the flap tracks on the inboard flaps. The allowable wear into the
track side surface is 0.050 inch.
Track wear within the above limitations may be dressed smooth with light emery cloth to prevent roller
binding. The teflon chafing washers should also be kept in good condition. To help reduce wear,
it is recommended that the tracks and rollers be kept clean and lubricated with Lubriplate 130A or
Lubriplate Aero (7, Table 2, 27-00-00).
B. Repair
Reference the Model 1900 Airline Series Structural Repair Manual, Chapter 57-92-01.
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FLAP MOTOR AND GEARBOX - MAINTENANCE PRACTICES
1. Flap Motor and Gearbox

A. Removal
located on the right circuit breaker panel, Zone 246 (Ref. Chapter 6-40-00, FLIGHT
Progress".
(5) Remove the aft center aisle main spar ramp.
(6) Remove the center aisle passenger compartment carpet as required to access floor access
panel 163BTC (Ref. Chapter 25-20-01, CARPET REMOVAL AND INSTALLATION).
PANELS).
(8) Remove the left floorboard panel 161BT (Ref. Chapter 06-50-00, CABIN FLOORBOARD
PANELS).
(9) Tag and disconnect the flap motor electrical leads at the flap motor relay.
(10) Loosen clamps on the left side flexible flap cables at LBL 12.00.
(11) Remove the safety wire (4) from the retaining nuts (1) securing the flexible drive shafts (3) to the
flap gearbox and motor (2) (Ref. Figure 201).
(12) Remove the flexible drive shafts (3) from the flap gearbox and motor (2).
(13) Remove the cotter pins (6), nuts (7) and washers (8) from the studs and remove the flap gearbox
and motor (2) from the airplane.
B. Installation
(1) Prepare the area where the flap motor attaches to the spar at FS 326.00 for electrical bonding
(Ref. Chapter 20-03-00, METAL SURFACE PREPARATION).
(2) Position the flap gearbox and motor (2) over the studs at FS 326.00 and install washers (8), nuts
(7) and cotter pins (6) (Ref. Figure 201).
(3) Install the flexible drive shafts (3) to the flap gearbox and motor (2). Tighten the nuts (1) and
safety wire (4).
NOTE: Do not exceed 75 inch-pounds torque when tightening the flexible drive shaft (3)
retaining nuts (1).
(4) Tighten the clamps on the left side flexible flap cables at LBL 12.00.
(5) Connect the electrical leads from the flap gearbox and motor (2) to the flap motor relay, torque
no more than 19 inch-pounds maximum. Remove the tags from the wiring.
(8) Close the FLAP IND & CONTROL circuit breaker located on the right circuit breaker panel, Zone
246 (Ref. Chapter 6-40-00, FLIGHT COMPARTMENT ZONE DIAGRAM).
CAUTION: With assistance, observe flap movement and be prepared to open

the FLAP IND & CONTROL circuit breaker to stop the flaps.
(9) Perform the FLAP SYSTEM FUNCTIONAL CHECK procedure (Ref. 27-50-05).
PANELS).
(11) Install the left floorboard panel 161BT (Ref. Chapter 06-50-00, CABIN FLOORBOARD
PANELS).
(12) Install the aft center aisle main spar ramp.
(13) Install the center aisle passenger compartment carpet (Ref. Chapter 25-20-01, CARPET
C. Freedom of Movement Check
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Engage the drive shaft of the gearbox with a tool that matches the size of the spline end of the
motor drive shaft, then rotate the gearbox by hand. Any gearbox that fails to rotate freely under
hand pressure must be replaced.
2. Flap Motor
A. Removal
(1) Open the FLAP IND & CONTROL circuit breaker located on the right circuit breaker panel, Zone
246 (Ref. Chapter 6-40-00, FLIGHT COMPARTMENT ZONE DIAGRAM)
Progress".
(3) Remove the center aisle main spar aft ramp.
PANELS).
(6) Tag and disconnect the flap motor electrical leads at the flap motor relay.
(7) Remove the cotter pins (6), nuts (7) and washers (8) from the studs of the flap gearbox and
motor (2) (Ref. Figure 201).
NOTE: Use care to avoid damaging the flap gearbox and motor assembly and/or the aft
spar at FS 326.00.
(8) Remove the flap gearbox and motor (2) from the aft spar studs and rotate to gain access to the
flap motor mount screws (9) located on the bottom of the motor.
(9) Remove the mount screws (9) from the flap motor and remove the motor from the flap gearbox.
B. Installation
(1) Prepare the area where the flap motor gearbox attaches to the spar at FS 326.00 for electrical
bonding (Ref. Chapter 20-03-00, METAL SURFACE PREPARATION).
NOTE: Use care to avoid damaging the flap motor gearbox assembly and/or the aft spar
at FS 326.00.
(2) Rotate the flap motor gearbox, position the flap motor onto the flap gearbox and install the two
mount screws (9) using thread lock (19, Table 2, 27-00-00) and tighten. As an option, it is
acceptable to stake the flat head of the mount screws at slots for added security.
(3) Position the flap gearbox and motor (2) over the studs on the aft spar at FS 326.00 and install
washers (8), nuts (7) and cotter pins (6) (Ref. Figure 201).
(4) Connect the electrical leads from the flap motor to the flap motor relay and torque no more than
19 inch-pounds. Remove the tags from the wiring.
(7) Close the FLAP IND & CONTROL circuit breaker located on the right circuit breaker panel, Zone

(8) Perform the FLAP SYSTEM FUNCTIONAL CHECK procedure (Ref. 27-50-05).
PANELS).
(10) Install the center aisle main spar aft ramp.
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3. Flap Flexible Drive Shaft

A. Removal
Progress".
(5) Remove the left and right passenger seats, located immediately forward of the rear spar (Ref.
Chapter 25-20-00, PASSENGER SEAT REMOVAL).
(6) Remove the left, right and center aisle passenger compartment carpet as required to access
floor access panels 161BT, 163BTC and 162BT (Ref. Chapter 25-20-01, CARPET REMOVAL
AND INSTALLATION).
(8) Remove the left, right and center aisle floorboards 161BT, 163BTC and 162BT (Ref. Chapter
(9) Remove the lower wing access panels 512BB, 512DB, 512FB, 512HB, 512JB, 532HB and 532IB
(10) Remove two Plexiglas panels in the aft main landing gear wheel well area.
(11) Remove the seal grommet at the root rib, BL 28.28, and the clamps along the length of the drive
shaft assembly (clamps are located at RBL 25.55, WS 41.85, WS 46.25, WS 67.05, WS 104.25,
and WS 124.59) (Ref. Figure 201).
NOTE: The clamp located at RBL 25.55 is accessed through the open floor panel. The
remaining clamps located at WS 41.85 and outboard are accessed through the
access panels located at the aft lower surface of the wing at the same WS locations.
Clamps located at WS 67.05 and outboard are the outboard flap flexible drive only.
If the drive shaft assembly is to be reused, exercise care that the outer plastic housing is
not damaged.
CAUTION: Ensure that the flap actuator 90° drive assembly union does not
loosen while loosening the flexible drive shaft retaining nut.
(12) Remove the safety wire from the flexible drive shaft assembly retaining nuts located at the flap
gearbox and flap actuator.
(13) Remove the flap flexible drive shaft assembly.
B. Installation
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CAUTION: When installing the drive shaft assemblies, the direction of internal cable
twist (or lay) must be determined. Do this by looking at the diagonal
lines on either of the square ends of the drive shaft (Ref. Figure 202).A
right-lay, 52 inch long drive shaft connects the left forward attach point
of the flap gearbox to the left inboard flap actuator.A right-lay, 140 inch
long drive shaft connects the right aft attach point of the flap gearbox
to the right outboard flap actuator.A left-lay, 140 inch long drive shaft
connects the left aft attach point of the flap gearbox to the left outboard
flap actuator.A left-lay, 52 inch long drive shaft connects the right forward
attach point of the flap gearbox to the right inboard flap actuator.Each
drive shaft has a ferrule on one end that is 2 inches long and a ferrule
on the other end that is 2.5 inches long. Connect the end of the drive
shaft with the 2 inch ferrule to the flap gearbox.
NOTE: Exercise care during handling and installation of the drive shaft assembly to prevent
the outer plastic housing from being nicked or cut through. Such damage can allow
moisture to infiltrate the assembly and cause premature failure. Damage to the housing
during installation may be avoided by temporarily applying a tough vinyl or other heavy
tape to any sharp edges of nearby structure and holes through frames not containing
permanent grommets.
To ease installation of flap drive cables, the holes at wing stations 41.85, 46.25, 54.05, 56.00,
67.05 and 79.65 can be enlarged from the present 1.25" to 1.50". Following standard
practices enlarge holes, apply anti-corrosion treatment (11, Table 2, 27-00-00) and coat
with epoxy polyamide primer (16, Table 2, 27-00-00).
(1) Apply a light coat of grease (1, Table 2, 27-00-00) to the square ends of the flexible drive shaft(s)
(2) Carefully route the flexible drive shaft (3) from the flap gearbox (2) toward the actuator (5).
retaining nuts (1).
(3) Install the flexible drive shaft (3) to the flap gearbox and motor (2). Tighten the retaining nut (1)
and safety wire (4).
(4) Install the flexible drive shaft (3) to the flap actuator (5). Tighten the retaining nut and safety wire.
(5) Replace any clamps removed along the length of the assembly (clamps are located at RBL
25.55, WS 41.85, WS 46.25, WS 67.05, WS 104.25, and WS 124.59).
NOTE: The clamp located at RBL 25.55 is accessed through the open floor panel. The
remaining clamps located at WS 41.85 and outboard are accessed through the
access panels located at the aft lower surface of the wing at the same WS locations.
Clamps located at WS 67.05 and outboard are for the outboard flap flexible drive
only.
(6) Install a new seal grommet where the shaft assembly penetrates the root rib at BL 28.28. To
ensure a pressure tight seal, coat exposed portions of the grommet with sealer (12, Table 2,
27-00-00).

(8) If the flexible drive shaft (3) for the right-hand inboard flap is replaced, rig the flap system (all
flaps) (Ref. 27-50-05, FLAP SYSTEM RIGGING). Replacement of any other flexible drive shaft
(3) requires the rigging of that particular flap, only.
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(9) Install the lower wing access panels 512BB, 512DB, 512FB, 512HB, 512JB, 532HB and 532IB
(10) Install two Plexiglas panels in the aft main landing gear wheel well area.
(11) Install the left, right and center aisle floorboards 161BT, 163BTC and 162BT (Ref. Chapter 06-
50-00, CABIN FLOORBOARD PANELS).
(12) Install the aft center aisle main spar ramp.
(13) Install the left, right and center aisle passenger compartment carpet (Ref. Chapter 25-20-01,
CARPET REMOVAL AND INSTALLATION).
(14) Install the left and right passenger seats (Ref. Chapter 25-20-00, PASSENGER SEAT
INSTALLATION).
C. Outer Housing Inspection and Repair
Cuts or nicks that penetrate the flexible drive shaft (3) outer plastic housing may allow moisture
to enter, promoting lubrication failure and internal corrosion. Such flexible drive shaft (3) housing
damage within the pressurized compartment may be especially harmful. Any pressurization air
leakage through the flexible drive shaft (3) housing, though minor, may carry significant amounts of
moisture, condensing and pooling in the colder outboard portion of the flexible drive shaft (3) (Ref.
Figure 201).
Inspect the flexible drive shaft (3) housings for nicks and cuts that penetrate. Replace the flexible drive
shaft (3) or patch with Tedlar tape (13, Table 2, 27-00-00). If patching, clean the area with solvent (14,
Table 2, 27-00-00) and wipe dry. Apply tape with a spiral wrap, tight and wrinkle free, overlapping each
wrap by two-thirds. The patch should extend a minimum of two inches on each side of the damaged
area. The free end of the tape patch may be additionally secured with one or two small nylon ty-wraps
obtained locally.
D. Inner Shaft Inspection
Inspect the condition of the ends of the flexible drive shafts (3). Replace the flexible drive shaft (3)
if either square shaft end is frayed or worn to less than 0.172 inch as measured between any two
adjacent corners.
located on the right circuit breaker panel, Zone 246 (Ref. Chapter 6-40-00, FLIGHT
Progress".
PANELS).
(8) Remove the left floorboard panel 161BT (Ref. Chapter 06-50-00, CABIN FLOORBOARD
PANELS).
(9) Remove the safety wire (4) from the retaining nuts (1) securing the flexible drive shafts (3) to the
flap gearbox and motor (2) (Ref. Figure 201).
(10) Remove the flexible drive shafts (3) from the flap gearbox and motor (2).
(11) Confirm that the retainer shown in Figure 203 is attached to the inner shaft inside of the ferrule.
(12) If the retainer is attached, proceed to Step (13). If the retainer is not attached, remove and
replace the flap flexible shaft assembly.
(13) Measure the distance from the end of the inner shaft to the closest edge of the retainer (Ref.
Figure 203).
(14) If the measurement is 0.78 inch to 0.87 inch, proceed to Step (15). If the measurement is less
than 0.78 inch or more than 0.87 inch, remove and replace the flap flexible shaft assembly.
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(15) To determine if the retainer is attached at the outboard end of the inner shaft, establish the end
play as detailed in the following Steps:
(a) Push the inner shaft into the ferrule to the initial point of resistance and hold this position
while measuring the distance from the end of the inner shaft to the closest edge of the
ferrule. Record the distance.
(b) Pull the end of the inner shaft out of the ferrule to the point of resistance, measuring the
distance from the end of the inner shaft to the closest edge of the ferrule. Record the
distance.
NOTE: Do not exceed 75 inch-pounds torque when tightening the flexible drive shaft
retaining nuts.
(c) If the difference between the measurements is less than 0.50 inch, reengage the flexible
casing over the end of the inner shaft. Connect the shaft assembly to the flap gearbox
and tighten the retaining nut. After each of the four shaft assemblies has been inspected,
proceed to Step (22).
(d) If the difference between the measurements is more than 0.50 inch, proceed to Step (16).
(16) Remove the applicable access panel(s) from underneath the wing and locate the applicable
inboard or outboard flap actuator shaft assembly (Ref. Chapter 06-50-00, WING ACCESS
PANELS).
CAUTION: Ensure that the flap actuator 90° drive assembly union does not
loosen while loosening the flexible drive shaft retaining nut.
(17) Remove safety wire from the retaining nut on the flap actuator and disconnect the flexible drive
shaft from the flap actuator.
(18) If the retainer is attached, proceed to Step (19). If the retainer is not attached, remove and
replace the flap flexible shaft assembly.
(19) Measure the distance from the end of the inner shaft to the closest edge of the retainer (Ref.
Figure 203).
(20) If the measurement is 0.78 inch to 0.87 inch, proceed to Step (21). If the measurement is less
than 0.78 inch or more than 0.87 inch, remove and replace the flap flexible shaft assembly.
NOTE: Do not exceed 75 inch-pounds torque when tightening the flexible drive shaft
retaining nuts.
(21) Connect the flexible drive shaft to the flap actuator and safety wire the retaining nut.
(23) If the flexible drive shaft (3) for the right-hand inboard flap is replaced, rig the flap system (all
flaps) (Ref. 27-50-05, FLAP SYSTEM RIGGING). Replacement of any other flexible drive shaft
(3) requires the rigging of that particular flap, only (Ref. Figure 201).
(24) Install the applicable access panel(s) underneath the wing (Ref. Chapter 06-50-00, WING
ACCESS PANELS).
(25) Install the left floorboard panel 161BT (Ref. Chapter 06-50-00, CABIN FLOORBOARD
PANELS).
PANELS).
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Flap Gearbox and Motor Installation

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Flap Flexible Drive Shaft Installation

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Inspection of Retainer
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FLAP ACTUATORS - MAINTENANCE PRACTICES
1. Outboard Flap Actuator

A. Removal
Progress".
(9) Remove wing access panels 532IB or 632IB as necessary to access effected outboard flap
actuator (Ref. Chapter 06-50-00, WING ACCESS PANELS).
(10) Remove the bolt (2), washers (1) and nut (5) securing the flap actuator (3) to the brackets (6)
on the leading edge of the flap (7). Slide the end of the actuator (3) free of the brackets (6) and
CAUTION: Ensure that the flap actuator 90° drive assembly (16) does not
loosen while loosening the flexible drive shaft retaining nut (14).
(11) Remove safety wire (13) from the retaining nut (14) on the flap actuator (3) and disconnect the
flexible drive shaft (9) from the flap actuator (3).
(12) Remove nuts (11), washers (10), bolts (12) and bushings (15) from the flap actuator (3).
(13) Remove the flap actuator (3) from the airplane.
(14) Remove the cable rub block (2) from the end of the flap actuator (1) housing (Ref. Figure 203).
B. Installation
NOTE: If a new or overhauled actuator is being installed, make sure that the tape placed over the
vent hole for shipping has been removed.
(1) Install the cable rub block (2) to the end of the actuator (1) housing. Position the cable rub block
(2) to be parallel to the aileron cable with the flaps full down. If contact occurs, the aileron cable
must contact the phenolic surface of the cable rub block (2) and not contact the metal housing
of the outboard flap actuator (1) (Ref. Figure 203).
(2) Position the actuator (3) with its vent hole up and install bushings (15), bolts (12), washers (10)
and nuts (11) (Ref. Figure 201).
retaining nuts (14).
(3) Connect the flexible drive shaft (9) to the flap actuator (3) and safety wire (13) the retaining nut
(14).
(4) On the outboard actuators (1), loosen the locknut (4) and turn the adjustment nut (3) all the way
in (toward the spring (2)), until reaching the end of the threads. Then back the adjustment nut
(3) off four turns and tighten the lock nut (4) against it (Ref. Figure 202).
(5) Make sure that the flap actuator (3) is extended, then install the bushing (8) in the end of the
actuator (3) (Ref. Figure 201).
(6) Adjust the left and right outboard flap actuator rod ends so that the flap trailing edges are 0.24
to 0.50 inches above the trailing edge of the adjacent inboard flap.
(7) Align the end of the actuator (3) with holes in the brackets (6) on the flap (7) and install the bolt
(2), washer (1) and nut (5) securing the end of the actuator (3) in place.
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(9) Perform the FLAP OPERATIONAL CHECK procedure (Ref. 27-50-05).
(10) If a new or overhauled actuator (3) is installed, lift lightly on the trailing edge of the flap (7) while
running the flaps through a complete extension-retraction cycle. There should be no roughness
or indication of binding in the actuator.
(11) Install wing access panels 532IB or 632IB as necessary (Ref. Chapter 06-50-00, WING
ACCESS PANELS).
2. Inboard Flap Actuator

A. Removal
Progress".
(9) Remove wing access panels 512FB, 512HB, 612FB and 612HB as necessary to access effected
flap actuator (Ref. Chapter 06-50-00, WING ACCESS PANELS).
(10) Remove the bolt (2), washers (1) and nut (5) securing the flap actuator (3) to the brackets (6)
on the leading edge of the flap (7). Slide the end of the actuator (3) free of the brackets (6) and
CAUTION: Ensure that the flap actuator 90° drive assembly (16) does not
loosen while loosening the flexible drive shaft retaining nut (14).
(11) Through access panels 512FB or 612FB, remove safety wire (13) from the retaining nut (14) on
the flap actuator (3) and disconnect the flexible drive shaft (9) from the flap actuator (3).
(12) Through access panels 512HB (612HB) and 512FB (612FB), remove nuts (11), washers (10),
bushings (15) and bolts (12) from the flap actuator (3).
(13) Rotate flap actuator 90° to the left so that the flexible drive shaft connector is facing down.
(14) Remove the flap actuator (3) from the airplane.
B. Installation
NOTE: If a new or overhauled actuator is being installed, make sure that the tape placed over the
vent hole for shipping has been removed.
(1) Using super glue, glue the nut (11) to the washer (10) and to the flap actuator mount hole bushing
(15) (Ref. Figure 201).
(2) Install safety wire to the 90° drive assembly (16) for later installation to retaining nut.
(3) Carefully position the flap actuator (3) with its vent hole up into the mount bracket and install
bolts (12).
retaining nuts (14).
(4) Connect the flexible drive shaft (9) to the flap actuator (3) and safety wire (13) the retaining nut
(14).
(5) Make sure that the flap actuator (3) is extended, then install the bushing (8) in the end of the
actuator (3).
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(6) Align the end of the actuator (3) with holes in the brackets (6) on the flap (7) and install the bolt
(2), washer (1) and nut (5) securing the end of the actuator (3) in place. Ensure the bolt head
faces outboard.
(8) Perform the FLAP RIGGING procedure (Ref. 27-50-05).
(9) If a new or overhauled actuator (3) is installed, lift lightly on the trailing edge of the flap (7) while
running the flaps through a complete extension-retraction cycle. There should be no roughness
or indication of binding in the actuator.
(10) Install wing access panels 512FB, 512HB, 612FB and 612HB as necessary (Ref. Chapter 06-
50-00, WING ACCESS PANELS).
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Fig 201 - Flap Actuator Installation(Right Side Shown, Left Side Opposite)
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Fig 202 - Flap Actuator Adjustment

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Fig 203 - Flap Actuator Rub Block

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FLAP CONTROL RIGGING - MAINTENANCE PRACTICES
1. Flap System
A. Rigging - Using Travel Boards
(1) Perform the FLAP TRAVEL BOARD INSTALLATION procedure on the right inboard flap (Ref.
27-00-02).
(5) On airplanes equipped with flap bumpers:
(a) Loosen the jam nut on each of the four flap bumpers located forward of the flaps at WS
33.00, 108.94, 138.00 and 188.00 on each wing.
(b) Turn the bumpers inward to provide clearance from the flaps when they are in the up
position.
(6) On each of the inboard actuators (1), check that the adjustment nut (3) is all the way in toward
the spring (2) at the end of the threads. If adjustment is required, loosen the locknut (4) and turn
the adjustment nut (3) all the way in (toward the spring (2)) until reaching the end of the threads.
Then tighten the locknut (4) against the adjustment nut (3) (Ref. Figure 201, Sheet 1).
(7) On each of the outboard actuators (1), check the position of the adjustment nut (3). There must
be 3 to 5 threads showing (6) on the spring side of the adjustment nut. If adjustment is required,
loosen the locknut (4) and turn the adjustment nut (3) all the way in (toward the spring (2)) until
reaching the end of the threads. Then back the adjustment nut (3) off four turns and tighten the
locknut (4) against it (Ref. Figure 201, Sheet 2).
(8) Disconnect the flap actuator rod end (3) from each of the four flap attach brackets (6) by removing
the nuts (5), washers (1), bushings (8) and bolts (2) (Ref. Figure 207).
(9) Retract each flap actuator by rotating the rod end (3) inward by hand until it will not interfere with
the flap, when raised by hand, to the full up position.
(10) Raise and lower each flap by hand to assure freedom of movement with no binding or unusual
noise.
(11) Locate the turnbuckle (1) between the flap limit switches and the right inboard flap. Measure the
turnbuckle length between the centers of the holes in the clevis (2) on each end of the turnbuckle
(1). Measurement must be 3.92 ± 0.06 inches. Remove and adjust the turnbuckle (1) as required
(Ref. Figure 206).
(12) Remove the flap travel limit switches access panel 612AT (Ref. Chapter 06-50-00, WING
NOTE: Use the RH flap travel board reading as the master when making all adjustments.
(13) With assistance and by positioning the right inboard flap by hand, adjust the flap limit switches
by performing the following Steps:
(a) Raise the right inboard flap slightly above 33° then slowly lower flap to 35° + 1 / -2° and
check that the S6 switch (7) activates by hearing an audible clicking noise. If the S6 switch
(7) is not activated, use an allen-head wrench and adjust the S6 switch cam (6) to activate
the S6 switch (7) at the 35° + 1 / -2° flap position (Ref. Figure 202).
(b) Raise the right inboard flap from 35° +1 / -2° to 18.5° to 17.5° and check that the S4 switch
(9) activates by hearing an audible clicking noise. If the S4 switch (9) is not activated, use
an allen-head wrench and adjust the S4 switch cam (4) to activate the S4 switch (9) at the
18.5° to 17.5° flap position.
(c) Raise the right inboard flap to the full up position and check that the S1 switch (12) activates
at the 1°± 0.5° trailing edge down flap position by hearing an audible clicking noise. If the
S1 switch (12) is not activated, use an allen-head wrench and adjust the S1 switch cam
(1) to activate the S1 switch (12) at the 1°± 0.5° trailing edge down flap position. Although
the allowable range is 0.5° to 1.5°, set as close to the 1° reading as possible to provide
additional flap clearance at the flap cove.
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(d) Lower the right inboard flap from the full up position to 17° and check that the S5 switch
NOTE: There must be a 0.5° to 2° flap angle (as read on travel board) difference
between the activation of the S4 switch (9) and the S5 switch (8) after both
switch cams have had their final adjustments. Maintaining this 0.5° to 2°
flap angle difference will reduce the possibility of the flaps making small
uncommanded movements up and down (hunting) in this flap position.
The S4 switch (9) must activate before the S5 switch (8) deactivates when raising
the flaps from full down. The S5 switch (8) must activate before the S4 switch
(9) deactivates when lowering the flaps from full up.
Example: The S5 switch (8) activates at 16.5°. The S4 switch (9) activates at 18°.
This is the activation difference of 0.5° to 2°.
(e) Lower the right inboard flap to 35° +1 / -2° and then raise the right inboard flap to 18.5°
to 20.5° and check that the S2 switch (11) activates by hearing an audible clicking noise.
If the S2 switch (11) is not activated, use an allen-head wrench and adjust the S2 switch
cam (2) to activate the S2 switch (11) at the 18.5° to 20.5° flap position.
(f) Raise the right inboard flap to 0° and then lower the right inboard flap to 14.5° to 16.5°
and check that the S3 switch (10) activates by hearing an audible clicking noise. If the S3
switch (10) is not activated, use an allen-head wrench and adjust the S3 switch cam (3) to
activate the S3 switch (10) at the 14.5° to 16.5° flap position.
NOTE: Do not alter any limit switch settings to compensate for a faulty indicating
system. The indicating system will be checked and adjusted at a later Step.
CAUTION: Ensure the flaps do not bottom out in the flap track at the
full down position.Be sure all actuators are attached to their
respective flaps before proceeding or structural damage may
occur.
(14) Position the right inboard flap by hand to the full down position. Adjust the inboard flap actuator
rod end (3) to line up with the flap attach bracket (6) holes (Ref. Figure 207).
(15) Check the travel board for a reading of 35° +1 / -2°, and adjust as necessary. Record the position
of the right inboard flap angle as read on the travel board.
(16) Install bushing (8), bolt (2), washers (1) and nut (5) attaching the flap actuator to the right inboard
flap. Ensure the bolt head faces outboard.
(17) Perform the FLAP TRAVEL BOARD INSTALLATION procedure on the left inboard flap (Ref.
27-00-02).
(18) Position the left inboard flap by hand to the full down position. Adjust the inboard flap actuator
rod end to line up with the flap attach bracket holes until the left flap is within 0.5° of the right flap.
(19) Install bushing (8), bolt (2), washers (1) and nut (5) attaching the flap actuator to the left inboard
(20) Adjust the left and right outboard flap (2) actuator rod ends so that the flap trailing edges are
0.24 to 0.50 inch above the trailing edge of the adjacent inboard flap (1). Install bushing, bolt,
washers and nut attaching the flap actuator to the outboard flaps (Ref. Figure 204).
NOTE: A fine adjustment of the flap can be made by extending the flaps to the full down
position and disconnecting the cable at the flap motor gearbox. Rotate the cable
90° in either direction. Access the flap motor gearbox by removing the aft spar ramp
and floor access panel 163BTC (Ref. Chapter 06-50-00, CABIN FLOORBOARD
PANELS).
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(21) Adjust the flap safety switch (asymmetric switch) (Ref. 27-50-06, FLAP SAFETY SWITCH
ADJUSTMENT). Do not perform FLAP SYSTEM OPERATIONAL CHECK at the end of the
procedure at this time.
NOTE: For all remaining Steps, move the flap travel board between the left and right
inboard flaps as necessary.

(23) Close the FLAP IND & CONTROL circuit breaker.
(24) Select the FLAP lever to the UP 0° position. Momentarily bump the FLAP IND & CONTROL
circuit breaker to raise the flaps to 0°. Verify the flaps stop at 1°±0.5° trailing edge down.
Although the allowable range is 0.5° to 1.5°, set as close to the 1° reading as possible to
provide additional flap clearance at the flap cove. If required, adjust the S1 switch cam (1)
to activate the S1 switch (12) at this position (Ref. Figure 202). Turn off external power and
airplane battery before making any adjustments.
(25) Verify that the right and left outboard flap (2) trailing edges are even ± 0.15 inch with their
respective inboard flap (1) trailing edges when the flaps are in the full up position (Ref. Figure
204).
(26) If adjustment is required, extend the flaps to the full down position and adjust per Step (20). Turn
off external power and airplane battery before making any adjustments. Then repeat Step (25).
(27) With the FLAP lever at the UP 0° position, select the FLAP lever to the 17° position. Verify the
flaps stop at 16.5° to 17.5° on the travel board. If required, adjust the S5 switch cam (5) to
activate the S5 switch (8) at this position. Turn off external power and airplane battery before
making any adjustments. Record the position of the right inboard flap angle as read on the travel
board (Ref. Figure 202).
CAUTION: Ensure the flaps do not bottom out in the flap track at the full down
position.
(28) Select the FLAP lever to the DOWN 35° position and verify the flaps stop at 35° +1 /-2° on the
travel board. If required, adjust the S6 switch cam (6) to activate the S6 switch (7) at this position.
Turn off external power and airplane battery before making any adjustments.
(29) Verify that the right and left outboard flap (2) trailing edges are 0.24 to 0.50 inch above the trailing
edge of the adjacent inboard flap (1) (Ref. Figure 204).
(30) Select the FLAP lever to the 17° position. Verify the flaps stop at 17.5° to 18.5° on the travel
board. If required, adjust the position of the S4 switch cam (4) to activate the S4 switch (9) at this
position. Turn off external power and airplane battery before making any adjustments. Record
the position of the right inboard flap angle as read on the travel board (Ref. Figure 202).
(31) Verify that there is a minimum of 0.5° flap angle difference between the activation of the S4 switch
(9) and S5 switch (8) after both switches have had their final adjustments. Turn off external
power and airplane battery before making any adjustments. Use the flap angles recorded in
NOTE: Do not adjust the flap-travel limit switches for an incorrect flap position indicating
system.
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CAUTION: Do not exceed more than one complete flap duty cycle every 5
minutes.
(32) If the flap position indicator on the pedestal shows the flaps being a position other than the
reading on the travel board, perform the following Steps (Ref. Figure 203):
NOTE: If a discrepancy exists between the UP and DOWN readings on the flap position
indicator, adjust the clevis length (L) to correct approximately one half of the
discrepancy.
Adjust the transmitter arm for maximum flap position indicator accuracy at the 17°
positions, with reasonable accuracy at UP and DOWN positions.
Verify that the needle on the flap position indicator is in the white 17° arc at the 17.5° flap
position as indicated on the travel boards.
(a) Note the position of the flap position indicator needle at each flap position.
(b) Cycle the flaps from UP to 17°, to DOWN then cycle the flaps from DOWN to 17° to UP.
(c) To decrease the difference between the UP and DOWN indications, loosen the upper nut
(5) and tighten the lower nut (12) to increase the length (L).
(d) To increase the difference between the UP and DOWN indications, loosen the lower nut
(12) and tighten the upper nut (5) to decrease the length (L).
(e) To rotate the indicator needle reading, loosen nut (3) and bolt (2) on arm (6) and rotate the
shaft (4) until the indicator pointer aligns correctly.
(f) Cycle flaps to check adjustments. Repeat adjustment procedure as necessary.
(33) To adjust the flap bumpers, perform the following Steps:
(a) Lower the flaps to the full down position.
(b) Loosen the jam nut on each of the four flap bumpers.
NOTE: Use marking material on the bumper surface to determine when the flap
makes contact.
minutes.
(c) Extend each flap bumper until contact with the flap surface can be made with the flaps in
the normal (UP) position.
(d) Extend each flap bumper an additional turn after flap contact.
(e) Tighten the jam nuts.
(34) Cycle the flaps to check operation.
(35) On airplanes equipped with the F1000 Flight Data Recorder, adjust the Flap Position Switches.
Perform the FLIGHT DATA RECORDER (FDR) - FLAP POSITION SWITCHES ADJUSTMENT
Flap Position Sensor Adjustment portion of the FLAP POSITION TRANSMITTER
AND CONNECTING HARDWARE procedure. Refer to Chapter 31-31-26 in the
MODEL 1900D AIRLINER FLIGHT DATA RECORDER (FA2100) MAINTENANCE
(37) Remove the travel boards.
(38) Install all access panels.
(a) Remove the old sealant from the access panel 612AT (Ref. Chapter 06-50-00, WING
ACCESS PANELS - TOP SURFACE) and from around the flap switch wing opening.
(b) Apply sealant (15, Table 2, 27-00-00) around the flap switch access panel and install the
panel (612AT) to secure access to the flap position switches.
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B. Rigging - Using Protractors

(a) Loosen the jam nut on each of the four flap bumpers located forward of the flaps at WS
33.00, 108.94, 138.00 and 188.00 on each wing.
(b) Turn the bumpers inward to provide clearance from the flaps when they are in the up
position.
(5) On each of the inboard actuators (1), check that the adjustment nut (3) is all the way in toward
the spring (2) at the end of the threads. If adjustment is required, loosen the locknut (4) and turn
the adjustment nut (3) all the way in (toward the spring (2)), until reaching the end of the threads.
Then tighten the lock nut (4) against the adjustment nut (3) (Ref. Figure 201, Sheet 1).
(6) On each of the outboard actuators (1), check the position of the adjustment nut (3). There must
be 3 to 5 threads showing (6) on the spring side of the adjustment nut. If adjustment is required,
loosen the locknut (4) and turn the adjustment nut (3) all the way in (toward the spring (2)), until
reaching the end of the threads. Then back the adjustment nut (3) off four turns and tighten the
lock nut (4) against it (Ref. Figure 201, Sheet 2).
(7) Disconnect the flap actuator rod end (3) from each of the four flap attach brackets (6) by removing
the nuts (5), washers (1), bushings (8) and bolts (2) (Ref. Figure 207).
(8) Retract each flap actuator by rotating the rod end (3) inward by hand until it will not interfere with
(9) Raise and lower each flap by hand to assure freedom of movement with no binding or unusual
noise.
(10) Locate the turnbuckle (1) between the flap limit switches and the right inboard flap. Measure the
turnbuckle length between the centers of the holes in the clevis (2) on each end of the turnbuckle
(1). Measurement must be 3.92 ± 0.06 inches. Remove and adjust the turnbuckle (1) as required
(Ref. Figure 206).
(11) Remove the flap travel limit switches access panel 612AT (Ref. Chapter 06-50-00, WING
(12) Attach protractors (1) (18, Table 1, 27-00-00) to the upper surfaces of the left and right inboard
flaps (2) at approximately WS 60.52, perpendicular to the length of the flaps (Ref. Figure 205).
NOTE: Use the RH protractor reading as the master when making all adjustments.
(13) Perform the FLAP SYSTEM RIGGING - UP POSITION CHECK to determine the up position of
the flaps. This check must be performed if the flap, flap track or the fuselage fairing has been
changed since the last time this procedure was performed.
If this has been performed and the measurement has been recorded, this result may be used.
NOTE: The protractor must be adjusted to agree with the travel board measurement. All
flap position requirements are from 0° as would be measured by a travel board.
(14) Raise the right inboard flap to the full up position.

(a) If the flap can be positioned to 0°per the travel board FLAP SYSTEM RIGGING - UP
POSITION CHECK, position the flap at 0° and set the protractor to read 0° in agreement
with the travel board.
(b) If the flap cannot be raised to 0°, but can be raised to a position between 0° and 1.5° per
the travel board, then perform either Step (14)(b) 1 or (14)(b) 2:
1 Adjust the protractor to agree with the travel board measurement.
2 Set the protractor to 0° and then add the travel board measurement to the protractor
readings while rigging.
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(15) With assistance and by positioning the right inboard flap by hand, adjust the flap limit switches
by performing the following Steps:
(a) Raise the right inboard flap slightly above 33° then slowly lower flap to 35° + 1 / - 2° and
check that the S6 switch (7) activates by hearing an audible clicking noise. If the S6 switch
(7) is not activated, use an allen-head wrench and adjust the S6 switch cam (6) to activate
the S6 switch (7) at the 35° + 1 / - 2° flap position (Ref. Figure 202).
(b) Raise the right inboard flap from 35° + 1 / - 2° to 18.5° to 17.5° and check that the S4 switch
(c) Raise the right inboard flap to the full up position and check that the S1 switch (12) activates
at the 1°± 0.5° trailing edge down flap position by hearing an audible clicking noise. If the
S1 switch (12) is not activated, use an allen-head wrench and adjust the S1 switch cam
(1) to activate the S1 switch (12) at the 1°± 0.5° trailing edge down flap position. Although
the allowable range is 0.5° to 1.5°, set as close to the 1° reading as possible to provide
additional flap clearance at the flap cove.
(d) Lower the right inboard flap from the full up position to 17° and check that the S5 switch
NOTE: There must be a 0.5° to 2° flap angle (as read on protractor) difference
between the activation of the S4 switch (9) and the S5 switch (8) after both
switch cams have had their final adjustments. Maintaining this 0.5° to 2°
flap angle difference will reduce the possibility of the flaps making small
uncommanded movements up and down (hunting) in this flap position.
The S4 switch (9) must activate before the S5 switch (8) deactivates when raising
the flaps from full down. The S5 switch (8) must activate before the S4 switch
(9) deactivates when lowering the flaps from full up.
Example: The S5 switch (8) activates at 16.5°. The S4 switch (9) deactivates at 18°.
This is the activation difference of 0.5° to 2°.
(e) Lower the right inboard flap to 35° + 1 / -2° and then raise the right inboard flap to 18.5°
to 20.5° and check that the S2 switch (11) activates by hearing an audible clicking noise.
If the S2 switch (11) is not activated, use an allen-head wrench and adjust the S2 switch
cam (2) to activate the S2 switch (11) at the 18.5° to 20.5° flap position.
(f) Raise the right inboard flap to 0° and then lower the right inboard flap to 14.5° to 16.5°
and check that the S3 switch (10) activates by hearing an audible clicking noise. If the S3
switch (10) is not activated, use an allen-head wrench and adjust the S3 switch cam (3) to
activate the S3 switch (10) at the 14.5° to 16.5° flap position.
NOTE: Do not alter any limit switch settings to compensate for a faulty indicating
system. The indicating system will be checked and adjusted at a later Step.
CAUTION: Ensure the flaps do not bottom out in the flap track at the
full down position.Be sure all actuators are attached to their
respective flaps before proceeding or structural damage may
occur.
(16) Position the right inboard flap by hand to the full down position. Adjust the inboard flap actuator
rod end (3) to line up with the flap attach bracket (6) holes (Ref. Figure 207).
(17) Check the protractor for a reading of 35° +1 / -2°, and adjust as necessary. Record the position
of the right inboard flap angle as read on the protractor.
(18) Install bushing (8), bolt (2), washers (1) and nut (5) attaching the flap actuator to the right inboard
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(19) Using the FLAP SYSTEM RIGGING - UP POSITION CHECK measurement recorded for the left
inboard flap, the protractor must be adjusted to agree with the travel board measurement. All
flap position requirements are from 0°as would be measured by a travel board.
(20) Raise the left inboard flap to the full up position.
(a) If the flap can be positioned to 0°per the travel board as determined in the FLAP SYSTEM
RIGGING - UP POSITION CHECK, position the flap at 0°and set the protractor to read 0°in
agreement with the travel board.
(b) If the flap cannot be raised to 0°, but can be raised to a position between 0°and 1.5°per
the travel board, then perform either Step (20)(b) 1 or (20)(b) 2:
1 Adjust the protractor to agree with the travel board measurement.
2 Set the protractor to 0°and then add the travel board measurement to the protractor
readings while rigging.
(21) Position the left inboard flap by hand to the full down position. Adjust the inboard flap actuator
rod end (3) to line up with the flap attach bracket (6) holes until the left flap is within 0.5° of the
right flap.
(22) Install bushing (8), bolt (2), washer (1) and nut (5) attaching the flap actuator to the left inboard
(23) Adjust the left and right outboard flap (2) actuator rod ends so that the flap trailing edges are
0.24 to 0.50 inch above the trailing edge of the adjacent inboard flap (1). Install bushing, bolt,
washers and nut attaching the flap actuator to the outboard flaps (Ref. Figure 204).
NOTE: A fine adjustment of the flap can be made by extending the flaps to the full down
position and disconnecting the cable at the flap motor gearbox. Rotate the cable
90° in either direction. Access the flap motor gearbox by removing the aft spar ramp
and floor access panel 163BTC (Ref. Chapter 06-50-00, CABIN FLOORBOARD
PANELS).
(24) Adjust the flap safety switch (asymmetric switch) (Ref. 27-50-06, FLAP SAFETY SWITCH
ADJUSTMENT). Do not perform FLAP SYSTEM OPERATIONAL CHECK at the end of the
procedure at this time.

(26) Close the FLAP IND & CONTROL circuit breaker.
(27) Select the FLAP lever to the UP 0° position. Momentarily bump the FLAP IND & CONTROL
circuit breaker to raise the flaps to 0°. Verify the flaps stop at 1°± 0.5° trailing edge down.
Although the allowable range is 0.5° to 1.5°, set as close to the 1° reading as possible to provide
additional flap clearance at the flap cove. If required, adjust the S1 switch cam (1) to activate the
S1 switch (12) at this position (Ref. Figure 202). Turn off external power and airplane battery
before making any adjustments.
(28) Verify that the right and left outboard flap (2) trailing edges are even ± 0.15 inch with their
respective inboard flap (1) trailing edges when the flaps are in the full up position (Ref. Figure
204).
(29) If adjustment is required, extend the flaps to the full down position and adjust per Step (23) and
then repeat Step (28).
(30) With the FLAP lever at the UP 0° position, select the FLAP lever to the 17° position. Verify the
flaps stop at 16.5° to 17.5° on the protractor. If required, adjust the S5 switch cam (5) to activate
the S5 switch (8) at this position. Turn off external power and airplane battery before making
any adjustments. Record the position of the right inboard flap angle as read on the protractor
(Ref. Figure 202).
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CAUTION: Ensure the flaps do not bottom out in the flap track at the full down
position.
(31) Select the FLAP lever to the DOWN 35° position and verify the flaps stop at 35° +1/-2° on the
protractor. If required, adjust the S6 switch cam (6) to activate the S6 switch (7) at this position.
Turn off external power and airplane battery before making any adjustments.
(32) Verify that the right and left outboard flap (2) trailing edges are 0.24 to 0.50 inch above the trailing
edge of the adjacent inboard flap (1) (Ref. Figure 204).
(33) Select the FLAP lever to the 17° position. Verify the flaps stop at 17.5° to 18.5° on the protractor.
If required, adjust the position of the S4 switch cam (4) to activate the S4 switch (9) at this
position. Turn off external power and airplane battery before making any adjustments. Record
the position of the right inboard flap angle as read on the protractor (Ref. Figure 202).
(34) Verify that there is a minimum of 0.5° flap angle difference between the activation of the S4 switch
(9) and S5 switch (8) after both switches have had their final adjustments. Turn off external
power and airplane battery before making any adjustments. Use the flap angles recorded in
(35) Select the FLAP lever to the UP 0° position. Verify the flaps stop at 1°± 0.5° trailing edge down.
Although the allowable range is 0.5° to 1.5°, set as close to the 1° reading as possible to provide
additional flap clearance at the flap cove. Turn off external power and airplane battery before
making any adjustments.
NOTE: Do not adjust the flap-travel limit switches for an incorrect flap position indicating
system.
minutes.
(36) If the flap position indicator on the pedestal shows the flaps being a position other than the
reading on the protractor perform the following Steps (Ref. Figure 203):
NOTE: If a discrepancy exists between the UP and DOWN readings on the flap position
indicator, adjust the clevis length (L) to correct approximately one half of the
discrepancy.
Adjust the transmitter arm for maximum flap position indicator accuracy at the 17°
positions, with reasonable accuracy at UP and DOWN positions.
Verify that the needle on the flap position indicator is in the white 17° arc at the 17.5° flap
position as indicated on the travel boards.
(a) Note the position of the flap position indicator needle at each flap position.
(b) Cycle the flaps from UP to 17° to DOWN, then cycle the flaps from DOWN to 17° to UP.
(c) To decrease the difference between the UP and DOWN indications, loosen the upper nut
(5) and tighten the lower nut (12) to increase the length (L).
(d) To increase the difference between the UP and DOWN indications, loosen the lower nut
(12) and tighten the upper nut (5) to decrease the length (L).
(e) To rotate the indicator needle reading, loosen nut (3) and bolt (2) on arm (6) and rotate the
shaft (4) until the indicator pointer aligns correctly.
(f) Cycle flaps to check adjustments. Repeat adjustment procedure as necessary.
(37) To adjust the flap bumpers, perform the following Steps:
(a) Lower the flaps to the full down position.
(b) Loosen the jam nut on each of the four flap bumpers.
makes contact.
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minutes.
(c)Extend each flap bumper until contact with the flap surface can be made with the flaps in
the normal (up) position.
(d) Extend each flap bumper an additional turn after flap contact.
(e) Tighten the jam nuts.
(38) Cycle the flaps to check operation.
(39) On airplanes equipped with the F1000 Flight Data Recorder, adjust the Flap Position Switches.
Perform the FLIGHT DATA RECORDER (FDR) - FLAP POSITION SWITCHES ADJUSTMENT
Flap Position Sensor Adjustment portion of the FLAP POSITION TRANSMITTER
AND CONNECTING HARDWARE procedure. Refer to Chapter 31-31-26 in the

(41) Disconnect external electrical power from airplane.
(42) Remove the protractors.
(43) Install all access panels.
(a) Remove the old sealant from the access panel 612AT (Ref. Chapter 06-50-00, WING
ACCESS PANELS - TOP SURFACE) and from around the flap switch wing opening.
(b) Apply sealant (15, Table 2, 27-00-00) around the flap switch access panel and install the
panel (612AT) to secure access to the flap position switches.
C. Rigging - Up Position Check
WARNING: This procedure is intended to measure the up position of the

inboard flaps and is used when performing FLAP SYSTEM
RIGGING - USING PROTRACTORS. The flaps must be rigged if this
check is performed.
(a) Loosen the jam nut on each of the two flap bumpers located forward of the inboard flaps
at WS 33.00 and 108.94 on each wing.
(b) Turn the bumpers inward to provide clearance from the inboard flaps when the flaps are in
the up position.
(5) Disconnect the flap actuator rod end (3) from right inboard flap attach bracket (6) by removing
the nut (5), washers (1), bushing (8) and bolt (2) (Ref. Figure 207).
(6) Retract the flap actuator by rotating the rod end (3) inward by hand until it will not interfere with
(7) Raise and lower the flap by hand to assure freedom of movement with no binding or unusual
noise.
(8) Perform the FLAP TRAVEL BOARD INSTALLATION procedure on the right inboard flap (Ref.
27-00-02).
(9) Raise the right inboard flap to the full up position. Measure the position of the flap using the
travel board.
(a) If the flap can be raised to a position between 0° and 1.5° per the travel board, record
the results for use when performing FLAP SYSTEM RIGGING - USING PROTRACTORS
procedure.
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(b) If the flap cannot be raised to 1.5°, identify the interference and repair as required to allow
the flap to be raised to an up position from 0° to 1.5° per the travel board.
(10) Remove the travel board from the right inboard flap.
(11) Disconnect the flap actuator rod end (3) from left inboard flap attach bracket (6) by removing the
nut (5), washers (1), bushing (8) and bolt (2) (Ref. Figure 207).
(12) Retract the flap actuator by rotating the rod end (3) inward by hand until it will not interfere with
(13) Raise and lower the flap by hand to assure freedom of movement with no binding or unusual
noise.
(14) Perform the FLAP TRAVEL BOARD INSTALLATION procedure on the left inboard flap (Ref.
27-00-02).
(15) Raise the left inboard flap to the full up position. Measure the position of the flap using the
travelboard.
(a) If the flap can be raised to a position between 0° and 1.5° per the travel board, record
the results for use when performing FLAP SYSTEM RIGGING - USING PROTRACTORS
procedures.
(b) If the flap cannot be raised to 1.5°, identify the interference and repair as required to allow
the flap to be raised to an up position from 0° to 1.5° per the travel board.
(16) Perform either the FLAP SYSTEM RIGGING WITH TRAVEL BOARD procedure or the FLAP
SYSTEM RIGGING WITH PROTRACTOR procedure in this section.
D. Flap Adjustment to Correct a Heavy Condition
NOTE: Most wing heavy conditions can be traced to improperly rigged ailerons or flaps. If further
adjustment is needed, one outboard flap may be rigged slightly down. This will result in
additional drag on the airplane.
Use the AILERON GROUND ADJUSTABLE TRIM TAB ADJUSTMENT procedure (Ref.
27-10-00) before using this procedure as it will make a larger correction. Rigging one
outboard flap slightly down will make only a small correction.
(1) Flight Check for Roll.

(a) Set the rudder tab to eliminate any skidding.
(b) Set the aileron tab to zero (ignore aileron forces).
(c) Match trailing edge of ailerons to trailing edge of flaps on both wings (ailerons neutral).
(d) Check for rolling to right or left and note conditions.
(2) Maintenance action to correct a wing heavy condition.
(a) Perform the AILERON FUNCTIONAL CHECK procedure to ensure proper aileron system
operation prior to performing the following procedure (Ref. 27-10-03).
(b) Perform the FLAP SYSTEM FUNCTIONAL CHECK procedure to ensure proper flap
alignment prior to performing the following procedure.
NOTE: The following procedure could cause an out-of-tolerance split flap indication.
(c) Select the BATT switch to the ON position.

(d) Lower the flaps to the full down position.
(e) If slight and further adjustment is needed, the outboard flap actuator rod end may be
extended 1/2 to 1 turn maximum on the wing that is heavy.
1 Disconnect the flap actuator rod end (3) from the flap attach bracket (6) by removing
the nut (5), washer (1), bushing (8) and bolt (2) (Ref. Figure 207).
CAUTION: Do not exceed the 1 turn maximum extension on the

2 Rotate the rod end (3) outward 1/2 to 1 turn Maximum.
3 Install bushing (8), bolt (2), washers (1) and nut (5) attaching the flap actuator to the
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(f) Loosen the jam nut on the two flap bumpers for the flap that was adjusted in Step (2)(e).
makes contact.
(g) Raise the flaps to the normal (UP) position.

(h) Extend each flap bumper until it makes contact with the flap surface.
minutes.
(i) Cycle the flaps and check for contact with the flap bumpers. Repeat Steps (2)(h) as
necessary.
(j) Extend each flap bumper an additional turn after flap contact is made.
(k) Tighten the jam nuts.
minutes.
(l) Cycle the flaps to check for proper operation.
(m) Select the BATT switch to the OFF position.
E. Functional Check
(2) Perform the FLAP TRAVEL BOARD INSTALLATION procedure (Ref. 27-00-02) or attach
protractors (1) (18, Table 1, 27-00-00) to the upper surfaces of the left and right inboard flaps
(2) at WS 60.52, perpendicular to the length of the flaps (Ref. Figure 205).
minutes.
(4) Perform the following Steps to check the travel of the flaps:
(a) With the flaps at the full up position, move the flap control lever down to the 17° position.
Verify the flaps move down and stop at 16.5° to 17.5° on the travel board or protractors
with no unusual noise or binding. Verify the flap position indicator needle stops within the
white 17° arc.
(b) Move the flap control lever to the DOWN 35° position. Verify the flaps move down and stop
at 35 +1/-2° on the travel board or protractors with no unusual noise or binding. Verify the
flap position indicator needle stops within the DOWN 35° position.
(c) Confirm that the left and right outboard flap trailing edges are 0.24 to 0.50 inch above the
trailing edge of the adjacent inboard flap (Ref. Figure 204).
(d) Move the flap control lever up to the 17° position. Verify the flaps move up and stop at
17.5° to 18.5° on the travel board or protractors with no unusual noise or binding. Verify
the flap position indicator needle stops within the white 17° arc.
(e) Move the flap control lever to the UP 0° position. Verify the flaps move up and stop at 1 ±
0.5° trailing edge down with no unusual noise or binding. Verify the flap position indicator
needle stops within the UP 0° position.
(f) Verify that the right and left outboard flap trailing edges are even ± 0.15 inch with their
respective inboard flap trailing edges when the flaps are in the full up position (Ref. Figure
204).
(5) If the flaps are not within tolerance perform the FLAP SYSTEM RIGGING procedure in this
section.
(6) Remove the flap travel board or protractors.
(8) Remove external electrical power from the airplane.
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F. Operational Check
minutes.
(3) Perform the following Steps to check the travel of the flaps:
(a) Move the flap control lever down to the 17° position. Verify the flaps move down and stop
white 17° arc.
(b) Move the flap control lever to the DOWN 35° position. Verify the flaps move down and stop
DOWN 35° position.
(c) Move the flap control lever up to the 17° position. Verify the flaps move up and stop with
no unusual noise or binding. Verify the flap position indicator needle stops within the white
17° arc.
(d) Move the flap control lever to the UP 0° position. Verify the flaps move up and stop with
no unusual noise or binding. Verify the flap position indicator needle stops within the UP
0° position.
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Flap Actuator Adjustment

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Flap Actuator Adjustment

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Flap Limit Adjustment Cams

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Flap Position Transmitter

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Outboard Flap Adjustment

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Digital Protractor Installation

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Turnbuckle Adjustment
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Flap Attach Bracket

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FLAP SAFETY SYSTEM - MAINTENANCE PRACTICES
1. Flap Safety Switch (Asymmetric) (Without Kit No. 114-5057 Installed)

A. Removal
(1) Connect external electrical power to the airplane (Ref. Chapter 24-40-00, APPLYING GROUND
POWER).
(3) Disconnect external electrical power from the airplane (Ref. Chapter 24-40-00, REMOVING
GROUND POWER).
Progress".
NOTE: Before removing the parts, note the number and position of the washers so that
they will be properly installed.
(5) Remove screws (1), washers (2), spacers (4) and nuts (7) from the safety switch (5) and switch
enclosure (6) (Ref. Figure 201).
(6) Remove the switch enclosure (6) from around the safety switch (5).
(7) Identify, tag and disconnect the wires from the safety switch (5).
(8) Remove the safety switch (5) from the airplane and discard.
B. Installation
NOTE: Ensure that the wires have enough length to allow for movement of the switch.
(1) Remove tags and connect the wires to the safety switch (5). The red wire attaches to the
"common terminal" and the white wire attaches to the "normally open" terminal (Ref. Figure
201).
(2) Install switch enclosure (6) around the safety switch (5).
(3) Position safety switch (5) in place and install screws (1), washers (2), spacers (4) and nuts (7).
NOTE: For initial adjustment, the safety switch (5) should be pushed to the upper edge of
the elongated mounting holes.
(5) Close the FLAP IND & CONTROL circuit breaker located on the right circuit breaker panel Zone
(6) Perform the FLAP SAFETY SWITCH TEST procedure in this section.
2. Flap Safety Switch (Asymmetric) (With Kit No. 114-5057 Installed)

A. Removal
POWER).
GROUND POWER).
Progress".
NOTE: Before removing the parts, note the number and position of the washers so that
they will be properly installed.
(5) Remove screws (7) and washers (8) from the flap safety switch cover (14) and remove cover
(14) (Ref. Figure 202).
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(6) Remove screws (28), washers (27), from the safety switch assembly (13).
(7) Identify, tag and disconnect the wires at the splice from the safety switch assembly (13).
(8) Remove the safety switch assembly (13) from the airplane and discard.
B. Installation
NOTE: For initial adjustment, the safety switch (13) should be pushed to the upper edge of
the elongated mounting holes.
(1) Position safety switch assembly (13) in place. Apply loctite (19, Table 2, 27-00-00) to the threads
of the screws and install screws (28) and washers (27) (Ref. Figure 202).
(2) Route wires through the grommet (15) on the safety switch assembly cover (14) and splice wires
to the harness per wiring diagram.
(3) Close the FLAP IND & CONTROL circuit breaker located on the right circuit breaker panel Zone
(4) Perform the FLAP SAFETY SWITCH TEST procedure in this section.
(5) Position the flap safety switch cover (14) over the flap safety switch assembly (13) and install
screws (7) and washers (8).
C. Test
POWER).
(3) Disconnect either end of the RH outboard flap adjustable rod end (13) by removing the arm
attachment screw (14), spacer (12), washer (11), light washer (9) and nut (8) (Ref. Figure 201).
(4) Reposition the arm (10) until the roller cam (3) has allowed the safety switch (5) roller to move
off the cam lobe.
WARNING: Should the flaps start to retract when performing the following
Step, be prepared to immediately open the FLAP IND &
CONTROL circuit breaker.
(5) Move the flap position control to 17°, then reset the FLAP IND & CONTROL circuit breaker. The
flaps should not retract.
(6) If the flaps retract, check wiring and replace the flap safety switch (5) as required. Perform the
FLAP SAFETY SWITCH REMOVAL and INSTALLATION procedures in this section and then
repeat this test.
(7) Ensure that the flaps are extended to the full down position.
(8) Open the FLAP IND & CONTROL circuit breaker.
(9) Reconnect the RH outboard flap adjustable rod end (13) by installing the arm attachment screw
(14), spacer (12), washer (11), light washer (9) and nut (8).
(10) Disconnect either end of the LH outboard flap adjustable rod end (13) by removing the arm
attachment screw (14), spacer (12), washer (11), light washer (9) and nut (8).
(11) Reposition the arm (10) until the roller cam (3) has allowed the safety switch (5) roller to move
off the cam lobe.
WARNING: Should the flaps start to retract when performing the following
Step, be prepared to immediately open the FLAP IND &
CONTROL circuit breaker.
(12) Move the flap position control to 17°, then reset the FLAP IND & CONTROL circuit breaker. The
flaps should not retract.
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(13) If the flaps retract, check wiring and replace the flap safety switch (5) as required.
(14) Perform the FLAP SAFETY SWITCH REMOVAL and INSTALLATION procedures in this section
and then repeat this test.
(15) Ensure that the flaps are extended to the full down position.
(16) Reconnect the LH outboard flap adjustable rod end (13) by installing the arm attachment screw
(14), spacer (12), washer (11), light washer (9) and nut (8).
(17) Perform the FLAP SAFETY SWITCH ADJUSTMENT procedure in this section.
3. Flap Safety Switch (Asymmetric) (UE-1 thru UE-427 without Kit No. 118-4013 Installed)
A. Adjustment
NOTE: The safety switches are located in each wing between the inboard and outboard flaps.
POWER).
GROUND POWER).
Progress".
(5) The inboard flap installations have a solid link (19) that connects the flap and the switch arm
(Ref. Figure 201).
(6) The centerline of the pointed end of the cam must align with the switch roller. The cam may
have a groove line to aid in this inspection.
(7) If the cam does not align with the switch roller, adjust the outboard flap rod end linkage (13).
Begin with a length of 2.50 inches between the centers of the rod end bores, then adjust the
length to align the cam with the switch roller.
(8) Install a digital protractor (18, Table 1, 27-00-00) to the inboard edge of the outboard flap.
CAUTION: Do not run flaps or change flap actuator adjustment with the actuator
disconnected from the flap. If the flap system is operated with the
actuator disconnected or the actuator length is changed, the flap
system must be rigged.
(9) Zero the protractor and disconnect the flap actuator from the left outboard flap. The outboard
flap will move down to the end of the flap track.
CAUTION: Ensure that the actuators will not strike or damage the wing or flaps
while moving the outboard flaps during adjustment procedures.
(10) Slowly raise the outboard flap by hand while reading the protractor. When the switch opens
(audible click), note the protractor reading. This may need to be repeated as necessary to get
an accurate measurement.
(11) The correct safety switch setting stops all flap travel when the positions of the inboard and
outboard flaps have a difference of 3° to 6°.
(12) If the difference is less than 3°, move the safety switch up in the slots of the inboard arm. If the
difference is more than 6°, move the safety switch down in the slots of the arm.
(13) Reconnect the flap actuator to the left outboard flap.
(14) Repeat Steps (10) thru (17) for the right side flaps.
(15) After all flap actuators are connected, perform the FLAP SYSTEM OPERATIONAL CHECK
(16) Remove the red tag from the flap lever.
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4. Flap Safety Switch (Asymmetric) (UE-428 and After or with Kit No. 118-4013 Installed)
A. Adjustment
POWER).
GROUND POWER).
Progress".
(5) Check that the inboard flap rod end linkage (17) is a length of 2.75 inches between the centers
of the rod end bores (Ref. Figure 201).
(7) If the cam does not align with the switch roller, adjust the outboard flap rod end linkage (13).
Begin with a length of 2.50 inches between the centers of the rod end bores, then adjust the
length to align the cam with the switch roller.
outboard flaps have a difference of 3° to 6°.
(12) If the difference is less than 3°, move the safety switch up in the slots of the inboard arm. If the
difference is more than 6°, move the safety switch down in the slots of the arm.
(13) Connect the flap actuator to the left outboard flap.
5. Flap Safety Switch (Asymmetric) (with Kit No. 114-5057 Installed)

A. Adjustment
POWER).
Progress".
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(4) Remove screws (7) and washers (8) from the flap safety switch cover (14) and remove cover
(14) (Ref. Figure 202).
(5) The inboard flap link (without Kit No. 118-4013) (20) is a non adjustable solid link. If Kit No.
118-4013 is installed, check that the inboard flap rod end linkage is a length of 2.75 inches
between the centers of the rod end bores.
(7) If the cam does not align with the switch roller, adjust the outboard flap rod end linkage (2). Begin
with a length of 2.50 inches between the centers of the rod end bores, then adjust the length to
align the cam with the switch roller (Ref. Figure 202).
(9) Raise flaps to the 17° position.
GROUND POWER).
(12) Raise the outboard flap by hand until the protractor reads approximately 0° and listen for an
audible clicking noise. The switch roller must be on the pointed end of the cam.
(13) Slowly lower the outboard flap by hand while reading the protractor. When the switch opens
(14) Raise the outboard flap by hand until the protractor reads approximately 0° and listen for an
audible clicking noise. The switch roller must be on the pointed end of the cam.
outboard flaps have a difference of 5° to 9° in either direction. A higher setting is preferred
to prevent nuisance tripping of the switch.
(17) If the safety switch setting is 5° to 9°, proceed to Step (25). If not, perform the following Steps:
(18) Add the protractor readings. If the number of degrees while lowering the flap plus the number
of degrees while raising the flap is not 10° to 18° then adjust the switch in the slots and repeat
Steps (15) through (21).
NOTE: Lowering the switch in the slots decreases the total degrees. Raising the switch in
the slots increases the total degrees.
(19) If the number of degrees while lowering the flap does not equal the number of degrees while
raising the flap, the outboard rod end length must be adjusted and Steps (15) through (21) must
be repeated.
NOTE: Lengthening the outboard rod end link decreases flap up travel and increases flap
down travel. Shortening the outboard rod end link increases flap up travel and
decreases flap down travel.
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(20) Example: 10.8° was measured while lowering the outboard flap. 7.4° was measured while
raising the outboard flap. Total = 10.8 + 7.4 = 18.2°. The switch must be moved down in the
slots until the total is less than 18°. After moving the switch, 10.0° is measured while lowering,
5.8° is measured while raising. Total = 10.0 + 5.8 = 15.8°. The switch is correctly positioned
since the total is 18° or less, but the 10° exceeds the 9° requirement. Adjust the outboard rodend
linkage until both readings are within 5° to 9°.
(21) Connect the flap actuator to the left outboard flap.
POWER).
GROUND POWER).
(25) Position the flap safety switch cover (14) over the flap safety switch assembly (13) and install
screws (7) and washers (8) (Ref. Figure 202).
6. Flap Safety (Asymmetric) Switch Hub (Without Kit 129-5046 Installed)

A. Lubrication
The following procedure is for the disassembly, lubrication and assembly of the Flap Safety Switch
Hub Assembly without Kit No. 129-5046 installed.
POWER).
GROUND POWER).
Progress".
(5) Remove nut (3), washers (2) and bolt (1) attaching the outboard link assembly (4) to the outboard
arm (7) (Ref. Figure 203).
(6) Remove nut (17), washers (16) and bolt (15) attaching the inboard link assembly (18) to the
inboard arm (14).
(7) Remove nut (5), washer (6) and bolt (8) from the outboard arm (7).
CAUTION: Secure loose switch to airplane to avoid damage to the wires during
maintenance.
(8) Remove washers (9) and slide switch shaft (13) from the inboard side of the hub (11) keeping
washers (12) with the switch shaft (13).
(9) Remove washers (12) from the switch shaft (13).
(10) Clean the switch shaft (13) and the inner part of the hub (11) with alcohol, solvent or equivalent.
(11) Inspect the switch shaft (13) and the inner parts of the hub (11) for corrosion or damage and
replace as necessary.
(12) Apply grease (12 or 13, Table 2, Chapter 12-00-00) to the switch shaft (13) and fill the inside of
the hub (11) with grease (12 or 13, Table 2, Chapter 12-00-00).
(13) Install washers (12) to the switch shaft (13).
(14) Position the switch shaft (13) on the inboard side of the hub (11) and slide the switch shaft (13)
into the hub (11).
(15) Install washers (9) to the outboard end of the switch shaft (13).
(16) Install the outboard arm (7) to the switch shaft (13) and secure using bolt (8), washer (6) and
nut (5).
(17) Install bolt (1), washers (2) and nut (3) attaching the outboard link assembly (4) to the outboard
arm (7).
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(18) Install bolt (15), washers (16) and nut (17) attaching the inboard link assembly (18) to the inboard
arm (14).
(20) Perform the appropriate FLAP SAFETY SWITCH ADJUSTMENT procedure in this section.
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Flap Safety Switch Installation (LH Wing Shown, RH Wing Opposite)

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Flap Safety Switch Installation (LH Wing Shown, RH Wing Opposite)

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Flap Safety Switch Hub Lubrication (RH Wing Shown, LH Wing Opposite)
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FLAP POSITION SWITCH - MAINTENANCE PRACTICES
1. Flap Position Switch

A. Removal
(1) Remove pedestal covers to gain access to the switches.
(2) Remove and mark electrical connector(s) from the switch or switches (3, 5 or 7) to be removed.
(3) Remove two screws (4 or 8) and nuts (6) holding switches in place (Ref. Figure 201).
(4) Remove the switches (3 and 5 or 7).
B. Installation
(1) Put switch or switches (3 and 5 or 7) in place and insert two screws (4 or 8) and nuts (6) then
tighten (Ref. Figure 201).
(2) Perform FLAP POSITION SWITCH CHECK OUT AND RIGGING procedure below.
(3) Install electrical connector(s) removed previously. Ensure the plugs are connected to the same
switches they were removed from.
(4) Install pedestal covers removed previously.
C. Check out and Rigging
(1) Place the flap handle in each position (Up, 17° and Down) starting with the up position.
(2) Using a good quality ohmmeter check continuity at each switch (3, 5 and 7) for each flap handle
position. Ensure ohmmeter readings match the readings in Figure 201.
(3) If the readings do not match, adjustment of the cam (2 or 9) for the offending switch (3 or 7) is
necessary (Ref. Figure 201).
(4) Loosen the set screws (1) on the cam (2 or 9) then rotate the cam to achieve the desired result.
(5) Tighten the set screws (1) then test the switch (3 or 7) opening and closing to ensure proper
operation in both directions. Adjust the cam (2 or 9) as necessary between tests.
NOTE: When all adjustments and tests are completed apply a small amount of Loctite to
the set screws (1) loosened during adjustment.
D. Rigging Requirements
• There is no rigging required for the (17°) Flap Position Switch (5), since this is accomplished by
the correct assembly of parts as shown in section B-B (Ref. Figure 201).
• The Landing Gear Warning Flap Position Switch (3) must make contact in the normally closed
position with the detent roller (11) on the crest between the DOWN and 17° position detents on
the cam (10) as shown in section A-A.
• The Down Flap Position Switch (7) must make contact in the normally closed position with the
detent roller (11) on the crest between the DOWN and 17° position detents on the cam (10) as
shown in section C-C.
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Switch Logic
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Flap Position Switches

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GUST LOCKS AND DAMPER - DESCRIPTION AND OPERATION
1. General
The control lock consists of a U-shaped clamp and two pins connected by a chain. The pins lock the
primary flight controls and the U-shaped clamp fits around the engine power control levers and serves
to warn the pilot not to start the engines with the control locks installed. It is important that the locks be
installed or removed together to preclude the possibility of an attempt to taxi or fly the airplane with the
power levers released and the pins still installed in the flight controls.
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GUST LOCKS AND DAMPER - MAINTENANCE PRACTICES
1. Gust Locks and Damper
WARNING: The flight control gust locks provided by Textron Aviation Inc. for
its products are in compliance with federal regulations to provide an
unmistakable warning to the pilot when the lock is engaged.When
necessary or desirable to use flight control gust locks, use only the
flight control gust lock assembly specified by Textron Aviation Inc.
for that particular airplane.When a flight control gust lock assembly
is used, the lock must be correctly and fully installed, including the
rudder pedal lock and throttle control lock.
The control lock consists of a U-shaped clamp and two pins connected by a chain. The pins lock the
primary flight controls and the U-shaped clamp fits around the engine control levers and serves to warn
the pilot not to start the engines with the control locks installed. It is important that the locks be installed or
removed together to preclude the possibility of an attempt to taxi or fly the airplane with the power levers
released and the pins still installed in the flight controls.
2. Control Lock
A. Inspection
(1) Inspect the flight control gust lock to determine if it is the correct part number.
(a) Measure the length of the chain between point A at the Rudder Lock Pin (3) that installs
into the floor and point B at the U-clamp (2) that installs over the Engine Controls (1) (Ref.
Figure 201).
(b) Serials UE-1 through UE-17 must be 31.0 inches +one link/-0 from Point A to Point B. If not,
the alternate control lock is the control lock described in the Step below. If either length
does not check, replace with the correct part number Control Lock (1, Table 1, Chapter
10-00-00 or refer to the IPC).
(c) Serials UE-18 and after, must be 36.6 ± 0.5 inch from Point A to Point B. If the length does
not check, replace with the correct part number Control Lock (1, Table 1, Chapter 10-00-00
or refer to the IPC).
(2) Perform CONTROL LOCK INSTALLATION procedure.
(3) Check the alignment of the Rudder Lock Pin (3) that installs into the floor. Try to move the rudder
pedals to verify the pin locks the rudder system.
(4) Check the alignment of the Control column lock pin (4) that installs into the control column. Try
to move the pilot's control wheel to verify the pin locks the elevator and aileron control systems.
(5) If the control lock must be removed at this time, perform CONTROL LOCK REMOVAL procedure.
B. Removal
control locks before towing the airplane. If towed with a tug while
the rudder lock is installed, serious damage to the steering linkage
can result.
(1) Remove the Rudder Lock Pin (3).
(2) Remove the Control Column Lock pin (4).
(3) Remove the U-clamp (2) from the Engine Controls (1).
C. Installation
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control locks before towing the airplane. If towed with a tug while
the rudder lock is installed, serious damage to the steering linkage
can result.
(1) Position the U-clamp (2) around the engine controls (1).
NOTE: The holes are aligned when the control wheel is full forward and rotated
approximately 15° to the left.
(2) Move the control column as necessary to align the holes, then insert the Control Column Lock
pin (4).
(3) Insert Rudder Lock Pin (3) through the hole provided in the floor aft of the rudder pedals. The
rudder pedals must be centered to align the hole in the rudder bellcrank with the hole in the floor.
The Rudder Lock Pin (3) is then inserted until the flange is resting against the floor. This will
prevent any rudder movement.
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Control Lock Installation

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CHAPTER
28
FUEL
BEECHCRAFT®
MAINTENANCE MANUAL

28-Title Page 1
28-00-00 Pages 1-12 May 1/2019
28-10-00 Pages 201-206 May 1/2019
28-10-01 Page 201 May 1/2019
28-12-00 Pages 201-206 May 1/2019
28-20-00 Page 1 May 1/2019
28-20-00 Page 101 May 1/2019
28-20-00 Pages 201-203 May 1/2019
28-20-01 Pages 201-202 May 1/2019
28-20-02 Pages 201-204 May 1/2019
28-20-03 Pages 201-206 May 1/2019
28-20-04 Page 201 May 1/2019
28-20-05 Pages 201-202 May 1/2019
28-20-06 Pages 201-202 May 1/2019
28-40-00 Pages 1-6 May 1/2019
28-40-00 Pages 101-109 May 1/2019
28-40-00 Pages 201-202 May 1/2019
28-40-01 Pages 201-203 May 1/2019
28-40-02 Pages 201-202 May 1/2019

MAINTENANCE MANUAL

Temporary Revision
Number
BEECHCRAFT®
MAINTENANCE MANUAL
CONTENTS
FUEL SYSTEM - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-00-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-00-00 Page 1
FUEL STORAGE - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-10-00 Page 201
Fuel Storage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-10-00 Page 201
Fuel System Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-10-00 Page 202
Fuel Drain Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-10-00 Page 205
ANTISIPHON VALVE - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-10-01 Page 201
Antisiphon Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-10-01 Page 201
RADIOGRAPHIC INSPECTION - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . 28-12-00 Page 201
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-12-00 Page 201
FUEL DISTRIBUTION - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 28-20-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-20-00 Page 1
FUEL DISTRIBUTION - TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-20-00 Page 101
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-20-00 Page 101
FUEL DISTRIBUTION - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-20-00 Page 201
Fuel Tank Access Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-20-00 Page 201
FUEL FITTINGS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-20-01 Page 201
Fuel Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-20-01 Page 201
FUEL FILTERS AND SCREENS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . 28-20-02 Page 201
Engine Fuel Filters and Screens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-20-02 Page 201
Fuel Filter Element (Air-Maze). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-20-02 Page 201
Filter Pack Element (Air-Maze) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-20-02 Page 201
Engine-Driven Fuel Pump Screens and Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-20-02 Page 204
FUEL PUMPS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-20-03 Page 201
Electric Fuel Boost Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-20-03 Page 201
Main Tank Jet Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-20-03 Page 201
Transfer Jet Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-20-03 Page 201
Auxiliary Fuel Transfer Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-20-03 Page 202
FUEL MANIFOLDS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-20-04 Page 201
Manifold. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-20-04 Page 201
FUEL VALVES - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-20-05 Page 201
Filter Fuel Shutoff Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-20-05 Page 201
Firewall Fuel Shutoff Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-20-05 Page 201
Cross-Feed Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-20-05 Page 202
LH AND RH FUEL LINES - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-20-06 Page 201
Fuel Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-20-06 Page 201
FUEL QUANTITY INDICATING - DESCRIPTION AND OPERATION. . . . . . . . . . . . . . . . . . 28-40-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-40-00 Page 1
FUEL QUANTITY INDICATING - TROUBLESHOOTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-40-00 Page 101
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-40-00 Page 101
FUEL QUANTITY INDICATING - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . 28-40-00 Page 201
Fuel Probe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-40-00 Page 201
FUEL LEVEL SENSORS - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-40-01 Page 201
Fuel Level Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-40-01 Page 201
Liquid Level Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-40-01 Page 202
BEECHCRAFT®
MAINTENANCE MANUAL
FUEL CONTROL PANEL - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-40-02 Page 201

Fuel Control Panel Section and Component . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-40-02 Page 201
BEECHCRAFT®
MAINTENANCE MANUAL
FUEL SYSTEM - GENERAL
1. General
A. Description
(1) The fuel system consists of two independent systems, one for each engine. The systems are
connected by a solenoid valve-controlled cross-transfer line. Each independent system consists
of two integral tanks (the main and auxiliary tank). The main tank in each wing holds a maximum
of 240.5 gallons of usable fuel. The auxiliary tanks, located in each side of the center section,
contain 92.2 gallons of usable fuel each. The ribs, which form part of the structure of the main
tank, also function as baffles that prevent the fuel from sloshing. Fuel from the main tank is
gravity-fed into the collector tank (the inboard aft area of the outboard wing). The collector tank is
equipped with an electric fuel boost pump, transfer jet pump, main tank jet pump, and a manifold.
(Ref. Figure 1, Figure 2, Figure 3, Figure 4, Figure 5, and Figure 6).
(2) Fuel is transferred from the auxiliary to the main tank by activating an electric fuel pump in
the auxiliary tank. The switch for the transfer pump is located on the fuel control panel on the
pilot's side of the crew compartment. A pressure switch located in the auxiliary transfer line in
conjunction with a float switch located in the auxiliary fuel tank automatically cuts power to the
auxiliary fuel pump when the usable fuel in the tank is exhausted. The system is fueled by filling
the main tank first through ports located on the outboard leading edge adjacent to the wing tip,
then filling the auxiliary tanks through ports located near the inboard side of the nacelle and aft
of the main spar.
(3) The vent system for the fuel tanks is located in the wing tips and vents the system through a
float valve on each side. The valve is designed to shut off when activated by the presence of
fuel. However, a pressure activated backup vent prevents an overpressure condition by opening
if pressure exceeds approximately 1-1/2 psi. The system is equipped with flame arrestors and
protected from freeze-up by a switch-controlled heated vent. The switch that controls the heated
vent is located on the pilots RH subpanel (Ref. Figure 2). The auxiliary tank vents into the main
tank.
(4) The cross-transfer line connecting the two systems is controlled by a normally closed, switch-
operated solenoid valve. When the valve is in the closed position, each engine draws fuel
from its individual system. If cross-transfer is desired, the manually activated switch must be
moved to the TRANSFER FLOW position which will activate the standby pump. In addition
to the cross-transfer function, the electric boost pump can provide fuel to the engine should
the engine-driven fuel pump fail. Power for the switches is drawn through the appropriately
placarded circuit breakers at the bottom of the fuel control panel.
(5) Fuel for the engine is provided by an engine-driven fuel pump. The engine-driven fuel boost
pump (located upstream of the engine-driven fuel pump) provides motive flow for operation of
the jet pumps which aid in moving fuel from the main tank.
B. Fuel Purge System (EPA)
The fuel purge system is designed to assure that any residual fuel in the fuel manifolds is consumed
during engine shutdown. During engine operation, engine P3 bleed air is routed through a filter
and check valve and pressurizes a small air tank mounted on the engine truss mount. On engine
shutdown, the pressure differential between the air tank and the fuel manifold causes air to be
discharged from the air tank, through a poppet valve, and into the fuel manifold system. The
air forces the residual fuel, remaining in the fuel manifold, out through the nozzles and into the
combustion chamber.
C. Fuel Quantity Indicating
Fuel system operation and performance is monitored through various indicators (gages and
annunciator lights) found in the flight compartment. Left and right fuel quantity gages indicate the
amount of fuel in each tank in pounds of fuel remaining. Eight capacitance probes in each wing fuel
system provide the signals required to drive the fuel quantity indicators, located on the fuel control
panel.
D. Fuel Flow Indicating
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Fuel flow gages indicate the actual amount of fuel, in pounds per hour, being metered to each engine
at any given time. The fuel flow transmitters are located immediately downstream of the fuel control
units.
E. Low Fuel Quantity Warning System
The low fuel warning system provides bilevel warning to the flight crew when the fuel level in the
main tank reaches a predetermined level and again when the fuel in the collector tank area is nearly
exhausted. When the fuel in the main tank or tanks reaches a level that equals approximately 30
minutes of flight time, R FUEL QTY, L FUEL QTY or both annunciators will be actuated by liquid level
sensors mounted on the inboard forward side of the main tank. If the fuel in the collector tank area
drops to a level sufficient to provide approximately eight minutes flight time, R COL TANK LOW, L
COL TANK LOW or both annunciator lights will illuminate. Flight time fuel means that sufficient fuel
remains to feed the engine at maximum continuous power. When the fuel pressure switch, in the
plumbing from the main tank, reads 5 psi or less, the R FUEL PRESS LO or L FUEL PRESS LO
warning annunciators will illuminate.
The PRESS-TO-TEST switch on the warning annunciator panel provides current to the test circuit of
the low level sensors and all associated circuitry.
Refer to Chapter 28-40-00 for the Low Fuel Quantity Warning Block Diagram.
F. Special Tools and Recommended Materials
or supplier specifications are provide for reference only and are not specifically required by Textron
Aviation Inc. Any product conforming to the specification listed may be used. The products included
in these Tables have been tested and approved for aviation usage by Textron Aviation Inc., by
the supplier, or by compliance with the applicable specifications. Only the basic number of each
specification is listed. No attempt has been made to update the listing to the latest revision. It is
the responsibility of the technician or mechanic to determine the current revision of the applicable
specification prior to usage of the product listed. This can be done by contacting the supplier of the
product to be used.

1. Fuel Quantity TK 2129/935 Textron Aviation Inc. Fuel quantity indicating
Test Set 10511 E. Central Wichita, checks
KS 67206
2. Fuel Probe 118-389004/935 Textron Aviation Inc. Fuel quantity indicating
Selector 10511 E. Central Wichita, checks.
KS 67206
3. Fuel Probe 101-00814 Textron Aviation Inc. Fuel quantity indicating
Adapter 10511 E. Central Wichita, checks.
KS 67206
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1. Sealer MIL-S-8802 PR 1440 B1/2 Essex Chemical Corp.
Pro-Seal Division 19451
Susana Rd. Compton,
CA 90221-5713.
2. Cleaning Solvent PD-680, Type III Stoddard Solvent(Mineral Obtain locally
Spirits)
3. Petrolatum or VV-P-236A Obtain locally
Pharmaceutical
Petroleum Jelly
4. Sealant Oyltite stix LA-CO Industries Inc.
1201 Pratt Blvd. Elk
Grove Village, IL 60007
5. Item Deleted.
See item 4.
6. Repair Patch Click-Patch Semco A Division of
Products Research and
Chemical Corp. P. 0. Box
1800 San Fernando Rd
Glendale, CA 91209
7. Hexane J.T. Baker Chemical
Company 1037 Lower
Brownville Road
Jackson, TN 38301
8. Tie Wraps MS33367-4-9 Obtain locally.
9. Cleanser MIL-C-85570 Type II Obtain locally.
10. Corrosion MIL-C-16173Grade 2 LPS 3 LPS Laboratories
Inhibitive Inc. Tucker, GA
Compound 300851.800.241.8334
11. Primer MIL-P-23377 Epoxy Primer Ameron Industrial,
Coatings Div., P.O. Box
2153, Wichita, KS 67201
12. Urethane Paint Matterhorn White No. U.S. Paint, Lacquer and
6160 Chemical Co., St. Louis,
MO
13. Aluminum Oxide P-C-451 Type 1 Obtain locally
Cloth(240-grit)
14. Aluminum Oxide P-C-451 Type 1 Obtain locally
Cloth(320-grit)
15. Masking Tape MIL-T-23397 Obtain locally.
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MAINTENANCE MANUAL
Fuel System Schematic

Figure 1 (Sheet 1)
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16. Coating MIL-C-81706Class Turco Products, Inc.
1AForm III 7300 Bolsa Ave.
Westminster, CA 92684
17. Cleanser MIL-C-85570Type II Turco Products, Inc.
2000 Market St.
Philadelphia, PA 19103
18. Sealer, Fuel Tank Pro Seal 890 Courtaulds Aerospace,
Inc. P.O. Box 18005454
San Fernando Road
Glendale, California
91209
G. Fuel System Electrical Components

The following are illustrations depicting typical electrical panels used in the airplane. The actual
location of components may vary on each individual airplane because of optional equipment. Large
arrows have been placed on each illustration to aid in locating the component applicable to this
Chapter.
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Pilot's RH Subpanel
Figure 2 (Sheet 1)
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MAINTENANCE MANUAL
LH Nacelle Electrical Equipment Panels

Figure 3 (Sheet 1)
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MAINTENANCE MANUAL
LH Nacelle Electrical Equipment Panels

Figure 3 (Sheet 2)
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MAINTENANCE MANUAL
RH Nacelle Electrical Equipment Panels

Figure 4 (Sheet 1)
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MAINTENANCE MANUAL
RH Nacelle Electrical Equipment Panels

Figure 4 (Sheet 2)
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MAINTENANCE MANUAL
RH Circuit Breaker Panel (UE-2 Thru UE-92)

Figure 5 (Sheet 1)
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MAINTENANCE MANUAL
RH Circuit Breaker Panel (UE-93 and After)

Figure 6 (Sheet 1)
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MAINTENANCE MANUAL
FUEL STORAGE - MAINTENANCE PRACTICES
1. Fuel Storage
CAUTION: Refer to Chapter 12-10-00 for fuel handling safety information before
performing any maintenance operations of the fuel system.
A. Leakage Checks and Repairs
To classify the degree of leakage in a wet wing fuel tank, measure the size of the wet area around
the leak. A more accurate measurement may be obtained by wiping the leakage clean and applying
talcum powder in the area of the leak. After 30 minutes, check the area to determine if the leak
classifies as a stain, seep, heavy seep, or running leak (Ref. Figure 201). Fuel leaks must also be
classified as to whether they occur in an open area or in an enclosed area to differentiate between
those that require immediate repair and those not considered potential flight hazards.
WARNING: Any leakage in an enclosed area, such as the wheel well, or in an

area where the fuel will blow into the fuselage, requires grounding
the airplane until repair is made.
(1) Heavy seeps or small leaks in an open area may be repaired any time the airplane is grounded
for other maintenance. No action required at repair stations other than the maintenance base of
operations. An external sealant (4 or 5, Table 2, 28-00-00) may be used.
(2) Seep - no action required. External sealant (4 or 5, Table 2, 28-00-00) may be used.
(3) Any leakage in an enclosed area requires immediate grounding for repair.
(4) If leaks are to be repaired from inside the tank, drain all fuel from the tank (Ref. Chapter 12-10-
00).
NOTE: For ease of sealant removal it is permissible to use sealant emulsifier, PolyGone
300-AG.
Do not allow PolyGone 300-AG to come into contact with non-metal parts.
Any areas where primer has been removed or dissolved during sealant removal must
be cleaned and primed.
(5) Remove all damaged sealant from the vicinity of the leak with a smooth wooden or plastic
scraper. Chamfer the ends of the remaining sealant so the new sealant forms a smooth
continuous flow. Refer to Table 201 for recommended sealers.
(6) If the leakage is around a rivet, strike the rivet. This can only be done once. If the leak persists,
replace the rivet. An alternate method for repair of rivet leaks is to install a Click-Patch (6, Table
2, 28-00-00). The patch is a thin aluminum disc which is applied directly over the exterior side
of the leak and bonded in place with epoxy. Patches are available for flush and protruding head
rivets. Because the adhesive used with these patches will cure in the presence of fuel, it is not
necessary to drain the tank prior to patch installation.
(7) If the leakage is around a bolt with a gasket-type seal, torque the bolt. If the leak persists, replace
the seal or the bolt.
(8) If the leakage is at the gasket around an access opening or fitting, torque the attachments.
Torque access plate bolts 45 to 50 inch-pounds. If the leak persists, replace the gasket.
(9) If the leakage is around anchor nuts of access plates on the underside of the wing, seal around
the nuts.
NOTE: If the drain valve was removed during the foregoing check and repairs, install the
valve retaining nut with the castellated portion down, then torque the nut to 75 to
100 inch-pounds and install safety wire. Seal all repairs as necessary with the
appropriate sealer (Ref. Table 201).
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Table 201. WET WING FUEL TANK SEALERS
MFG'S NO. APPLICATION TACK CURE TIME TYPE OF SEAL ALTERNATE

&CLASS TIME FREE TIME (HOURS)* MATERIALS
(HOURS)* (HOURS)*
EC 776 SR1 15 min. to 1 hr. 24 Coating MIL-S-4383
Part Material EC-164
PR-1005-L 20 min. to 1hr 48 Coating
Buna-N Slosh
Coating1 Part
Material
PR-1422 A-1/2 1/2 10 30 Coating & MIL-S-8802
Injection Seal
PR-1435 20 min. 8 24 All types
PR-1440 B-1/2 1/2 10 30
PR-1440 B-2 2 36 72 All types MIL-S-8802
PR-1442 B-1/2 1/2 10 30 All types MIL-S-8802
PR-1826 1/4 1 @ 77°F4 @ 1 @ 77°F4 @ Spot Sealing PR-1422
B-1/4** 40°F8 @ 20°F 40°F8 @ 20°F
PR-1826 1/2 2 @ 77°F8 @ 2 @ 77°F8 @ Medium Area PR-1422
B-1/2** 40°F16 @ 20°F 40°F16 @ 20°F Sealing
PR-1826 B-2** 2 9 @ 77°F36 @ 9 @ 77°F36@ Large Areas PR-1422
40°F72 @ 20°F 40°F72 @ 20°F at Low
Temperatures
Pro-seal 860 10 min. 1.5 4 All types
* Application time is stated as minimum requirement, tack free and cure times are maximum requirements.
All time requirements are figured at 77° ± 2°F with 50%± 5% relative humidity. As a general precaution, for
every 10°F rise in temperature from 77°F, reduce application time, tack free times and cure times by one-half
(1/2) and for every 10°F below 77°F, double the stated time.
**To ensure the bond between metal parts and/or existing sealant, use primer where required (supplied
with sealant).
2. Fuel System Tank

A. Inspection
NOTE: It is permissible to use the FUEL TANK INTERNAL INSPECTION procedure in the Model
1900 Airliner Series Corrosion Control Manual (Ref. Chapter 28-10-01).
It is also permissible to use the (ALTERNATE TANK INSPECTION METHOD) RADIOGRAPHIC
INSPECTION (Ref. Chapter 28-12-00).
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Leakage of Wet Wing Fuel Tanks

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Microbial or fungal contamination is an increasing threat to fuel tanks. Hormoconis resinae is a virulent
acid producing fungus in jet fuel. Unlike typical microbial build-ups, Hormoconis resinae will build up a
matte of fibrous material rapidly in areas of condensation, concentrating the acid generating wastes,
especially in areas protected from fuel sloshing. The Model 1900D has three such areas in each wing.
Two areas are immediately adjacent to both sides (forward and Aft) of the main spar lower cap from
WS 124 to WS 130 and one area is in the collector tank.
NOTE: Hormoconis resinae may not be detectable in many contamination detector kits available
in the United States today. Conidia Bio Sciences has developed and markets a ten
minute test kit specifically designed for Hormoconis resinae. For more information go to
(www.conidia.com).
(1) Drain fuel from the collector tanks, main tanks and main tank sumps (Ref. Chapter 12-10-00,
DRAINING THE FUEL SYSTEM).
(2) Gain access to the collector tanks by removing wing access panels 632AT, 632BB, 532AT and
532BB (Ref. Chapter 06-50-00, WING ACCESS PANELS - TOP SURFACE).
(3) Gain access to main tank sump areas by removing wing access panels 631CB and 531CB (Ref.
B. Collector Tank Area
(1) Inspect collector tanks for evidence of past or present microbiological contamination or sludge
buildup.
(2) Remove the collector tank fuel strainer.
(3) If evidence is found thoroughly clean the collector tank areas with solvent (1, Table 2, Chapter
12-00-00).
300-AG.
(4) Inspect sealant for condition. Remove any that appears deteriorated.
(5) Inspect the collector tank area for evidence of microbiological attack.
(6) If evidence of microbiological attack is discovered, contact Textron Aviation Customer Service
at 844-448-9828 or 316-517-5800 before taking further action.
NOTE: If evidence of microbiological attack is not detected, seal area. Refer to the Model
1900 Airliner Series Structural Repair Manual Chapter 51-30-05 for preparation
and sealing instructions.
NOTE: It's permissible to apply 0.02 - 0.03 inches of AMS-S-8802 TYPE II CLASS A
sealant to the bottom of the collector tank fuel strainer. Allow sealant to fully dry
before installation of the strainer (Ref. Table 201).
(7) Install collector tank fuel strainer.

C. Main Fuel Tanks, WS 124 thru 130 (L&R)
(1) Clean sump areas forward of main spar from WS 124 to WS 130 with solvent (1, Table 2, Chapter
12-00-00).
(2) Inspect main tank sump areas for:
(a) Evidence of sealant deterioration.
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(b) Evidence of past or present microbiological contamination or sludge buildup.
NOTE: The initial removal of the sealant from the main spar forward flange, lower cap
and the bulkhead at WS 124 thru 130 is required. The sealant removal may
be skipped during the 12 month inspection for up to 36 months if the fuel
system is sterilized using BIOBOR JF at concentrations of 270 PPM every six
months, or Kathon FP 1.5 at concentrations of 135 PPH every six months and
is documented in the airplane maintenance records.
For application of BIOBOR JF or Kathon FP 1.5 (Ref. Chapter 12-10-00).
For ease of sealant removal it is permissible to use sealant emulsifier, PolyGone
300-AG.
Any areas where primer has been removed or dissolved during sealant removal
must be cleaned and primed.
(3) Remove sealant from the forward flange of the main spar, from the inboard bulkhead outboard
of WS 124 for approximately 6 inches.
(4) Inspect the main spar for evidence of microbiological attack.
(5) If evidence of microbiological attack is discovered, contact Textron Aviation Customer Service
at 844-448-9828 or 316-517-5800 before taking further action.
NOTE: If evidence of microbiological attack is not detected, seal area. Refer to the Model
1900 Airliner Series Structural Repair Manual Chapter 51-30-05 for preparation
and sealing instructions.
(6) Install all panels removed, fill fuel system (Ref. Chapter 12-10-00, FUEL TANK FILLING) and
check for leaks.
(7) Sterilize fuel system (Ref. Chapter 12-10-00, FUEL ADDITIVES - BIOCIDAL AGENT).
NOTE: To prevent contamination from occurring or returning:
• Drain fuel sumps daily.

• Periodically sterilize the fuel system every 90 days if evidence of microbiological
contamination is detected; annually if no evidence is detected.
• Clean and inspect collector tanks and main tank sump areas for evidence of microbiological
attack or sealant deterioration as required (Ref. Chapter 05-10-00).
3. Fuel Drain Valve

A. Maintenance
(1) To service the fuel drain valve (P/N 100-0140-01) push up on the poppet valve with a flat blade
screw driver and turn the poppet to the SERVICE position and lower the poppet (Ref. Figure
202).
(2) Remove the used packing and install a new packing.
(3) Push the poppet up and turn to the closed position.
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P/N 100-0140-01 Fuel Drain Valve

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ANTISIPHON VALVE - MAINTENANCE PRACTICES
1. Antisiphon Valve
A. Removal
The antisiphon valves are located within each fuel filler adapter.
(1) Ensure that all electrical power to the airplane is disconnected.
(2) Drain the wing fuel tanks as described in Chapter 12-10-00.
(3) Remove the wing access panel which is located below and inboard of the fuel filler adapter.
Refer to FUEL TANK ACCESS PANEL REMOVAL in 28-20-00.
(4) Remove the twelve screws securing the fuel filler adapter assembly.
(5) Remove the fuel filler adapter and antisiphon valve through the lower wing access opening.
B. Installation
(1) Using a plastic scraper, clean the sealer from the mating surfaces of the fuel filler adapter and
the interior wing skin.
(2) Apply sealer (1, Table 2, 28-00-00) to the mating surface of the fuel filler adapter.
NOTE: Ensure that the arrow, stamped on the upper surface of the adapter assembly,
points forward in the installed position.
(3) Install the fuel filler adapter and antisiphon valve with the twelve screws into the upper wing skin.
(4) Install the access cover with a new packing as described under FUEL TANK ACCESS PANEL
INSTALLATION in 28-20-00.
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RADIOGRAPHIC INSPECTION - MAINTENANCE PRACTICES
1. Procedure
A. Preparation
This inspection is an alternate procedure to the FUEL SYSTEM TANK INSPECTION (Ref. 28-10-00).
This alternate procedure allows the inspection to be carried out without removing the sealant along
the main spar lower cap from WS 124 to WS 130 in the main tanks. In this procedure, the inspection
areas are x-rayed to inspect for corrosion. Only deteriorated sealant must be removed and replaced.
Three areas in each wing will be inspected for corrosion caused by fungus growth. These areas are:
• The entire collector tank (Ref. Figure 203).
• The main tank sump area along the main wing spar from WS 124.58 to WS 135.86 that extends
forward to access panel 531CB/631CB.
• The main tank sump area along the main wing spar from WS 124.58 to WS 135.86 that extends
aft to access panel 532BB/632BB.
(1) Drain fuel from the collector tanks, main tanks and main tank sumps (Ref. Chapter 12-10-00,
DRAINING THE FUEL SYSTEM).
(2) Gain access to the collector tanks by removing wing access panels 632AT and 532AT (Ref.
Chapter 06-50-00, WING ACCESS PANELS - TOP SURFACE).
(3) Gain access to main tank sump areas by removing wing access panels 632BB and 631CB,
532BB and 531CB (Ref. Chapter 06-50-00, WING ACCESS PANELS - LOWER SURFACE).
(4) Thoroughly clean all tank surfaces in the three inspection areas using solvent (1, Table 2,
Chapter 12-00-00). Fungus contamination will appear as black sludge (Ref. Figure 203).
300-AG.
(5) Inspect sealant for condition. Remove any that appears deteriorated.
NOTE: All open fuel lines and disconnected fuel system components must be capped and
plugged to prevent contamination of the fuel system.
(6) Perform the ELECTRIC FUEL BOOST PUMP REMOVAL procedure (Ref. 28-20-03) on both
collector tanks.
(7) Disconnect the cross transfer fuel lines (4) from the forward end of both collector tanks and leave
loose (Ref. Figure 201).
(8) Remove the fuel strainers (2) from the forward end of both collector tanks.
(9) Remove the fuel probes (3) from the wall of both collector tanks leaving the wires attached and
set aside in the tank.
(10) Through panels 531CB and 631CB remove the transfer jet pump fuel pickup strainers (Ref.
Figure 202).
(11) Completely dry out all fuel from the following areas:
(a) The entire collector tank.
(b) An area along the main wing spar from WS 124.58 to WS 135.86 that extends forward to
access panel 531CB/631CB.
(c) An area along the main wing spar from WS 124.58 to WS 135.86 that extends aft to access
panel 532BB/632BB.
(12) Allow certified technicians to perform the following procedure and have them check the structures
noted in the FUEL SYSTEM TANK INSPECTION (Ref. 28-10-00), and also those noted in the
Model 1900 Airliner Series Corrosion Control Manual, FUEL TANK INTERNAL INSPECTION
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CAUTION: Ensure no personnel are in the area during the X-ray procedure.
B. Personnel & Safety
• All x-ray producing equipment can only be operated by personnel certified to level 2 or 3.
• All x-ray producing equipment will be operated in accordance with all state and NCR regulations.
• Any x-ray assistants must have required safety training.
• Radiation boundaries must be marked with ropes and signs to keep out unauthorized personnel.
C. Test Equipment
• X-ray tube must have an effective focal spot size of 1.5 mm or less, and be able to obtain a
range of 50 to 80 KV.
• X-ray tubes must be of the portable type.
NOTE: For guidance beyond the scope of this procedure refer to ASTM E 1742.
D. Film
(1) Double load film cassettes with fine grain/coarse grain film for complete coverage.
(2) Place a letter "B" on the back side of the film to detect backscatter.
(3) If back scatter is present, place a 0.005 inch minimum lead screen on the back side to protect
film from backscatter.
E. Film/X-ray Tube Placement and Exposure
NOTE: No penetrameters are required for detection of corrosion.
(1) Place film on top side of lower wing skin. Refer to figure 201 for film placement.
NOTE: Area to be x-rayed consist of the entire collector tank, the main tank sump area
along the main wing spar from WS 124.58 to WS 135.86 that extends forward to
access panel 531CB/631CB, and the main tank sump area along the main wing
spar from WS 124.58 to WS 135.86 that extends aft to access panel 532BB/632BB,
both right hand and left hand sides of the aircraft.
(2) Place film I.D. and lead location markers on the bottom side of the lower wing skin to assure
coverage.
(3) Place x-ray tube below the lower wing skin, facing up at a 32" to 48" tube-to-skin distance, x-ray
source must be perpendicular with lower wing skin ± 10 degrees.
(4) Expose film using 60 to 75 KV and proper milli-amper-seconds to produce a radiograph of 1.8
to 4.0 H&D density in the area of interest.
F. Indication/Evaluation
(1) Any dark pit or irregular shaped indications must be interpreted as corrosion unless positively
identified as something else such as adhesive.
(2) Any areas not corrosion related such as grinding marks, or drill marks will be evaluated by
engineering or NDI level 3.
(3) Percentage of wall thickness remaining in an area of corrosion may be estimated by x-ray of
a standard of similar material type and areas machined to different thicknesses is used for
comparison.
(4) If indication is thought to be a film artifact, radiograph must be retaken to verify
(5) If corrosion is found, please contact Textron Aviation Customer Service at 844-448-9828 or 316-
517-5800 before taking further action. If no corrosion is found proceed to next Step.
G. Completion
(1) Repair any sealant that was removed in Step (5). Refer to the Model 1900 Airliner Series
Structural Repair Manual, Chapter 51-30-05 for preparation and sealing instructions.
(2) Remove all caps and plugs from all opened fuel lines and fuel system components prior to
installation. Check for and eliminate all FOD.
(3) Through panels 531CB and 631CB install the transfer jet pump fuel pickup strainers (Ref. Figure
202).
(4) Install the fuel strainers (2) in the forward end of both collector tanks (Ref. Figure 201).
(5) Install the fuel probes (3) to the wall of both collector tanks.
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(6) Connect the cross transfer fuel lines (4) to the forward end of both collector tanks.
(7) Perform the ELECTRIC FUEL BOOST PUMP INSTALLATION procedure (Ref. 28-20-03) on
both collector tanks.
NOTE: Ensure all fuel lines that were disconnected in previous Steps are properly
connected before installing access panels.
(8) Check the three inspection areas for FOD before installing access panels (Ref. Figure 203).
(9) Perform FUEL TANK FILLING procedure (Ref. Chapter 12-10-00) and check for leaks.
NOTE: To prevent contamination from occurring or returning:
• Drain fuel sumps daily.

• Periodically sterilize the fuel system every 90 days if evidence of microbiological
contamination is detected (Ref. Chapter 12-10-00).
• Clean and inspect collector tanks and main tank sump areas for evidence of microbiological
attack or sealant deterioration as required by Table 201 (Ref. Chapter 5-10-00).
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Collector Tank Fuel System Components

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Equipment Bay Fuel System Components

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Fuel System Wing Tank Inspection Area

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FUEL DISTRIBUTION - DESCRIPTION AND OPERATION
1. General
A. Description
(1) The two sections of the fuel system are connected by a cross-transfer line. Fuel is moved from
the outboard areas of the main tank to the collector tank by gravity. The fuel from the auxiliary
tank is pumped to the collector tank with a manually activated electric pump.
(2) The cross-transfer line connecting the individual sections of the fuel system is governed by a
switch-operated solenoid valve located in the LH main gear wheel well. When the valve is in its
normally closed position, each engine draws fuel from the individual section designed to feed it.
A manually operated cross-transfer control switch is mounted on the upper fuel control panel.
When the cross-transfer switch is activated, power is drawn from a circuit breaker on the lower
portion of the fuel control panel and fed to the solenoid portion of the cross-transfer valve, which
then opens the valve. When the LH or RH electric boost pump is activated, fuel is moved from
the pump to the collector tank in the opposite wing.
(3) The electrically driven fuel boost pump, located in the bottom of the collector tank, serves a
dual purpose. It transfers fuel from the side on which it is mounted to the collector tank in the
opposite wing and serves as a back-up for the engine-driven fuel boost pump. Should one of
the electric fuel boost pumps malfunction, the cross-transfer of fuel can only flow from the side
with the functioning fuel pump.
(4) The engine-driven boost pump is mounted on a pad at the aft accessory section of the engine.
Should this pump malfunction, the red L FUEL PRESS or R FUEL PRESS annunciator will
illuminate when the pressure drops below 10 psi. The annunciator will remain illuminated until
the electric boost pump is switched on and fuel pressure rises above 10 psi.
CAUTION: Airplane operation with the fuel pressure warning light on is limited
to 10 hours before the engine-driven fuel pump must be overhauled
or replaced.
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FUEL DISTRIBUTION - TROUBLESHOOTING
1. General
Table 101. Troubleshooting - Fuel System
Problem Possible Cause Corrective Action

1. Main boost pump a. Defective pump. a. Repair or replace.
inoperative
2. Standby boost pump a. Fuses blown. a. Replace fuses.
inoperative.
b. Defective diodes. b. Replace diodes.
c. Open circuit. c. Repair as required.
3. Fuel jet transfer pump a. Defective boost pump. a. Repair or replace as required.
inoperative.
b. Defective transfer motive flow b. Replace.
valve.
c. Defective fuel control module. c. Replace.
d. Open circuit. d. Repair as required.
4. Fuel exiting overboard a. Check valves malfunctioning or a. Correct or replace as required.
from the outboard wing air installed backwards.
vent.
5. Fuel exiting overboard a. Fuel system overserviced. a. Drain excess fuel if required.
from inboard wing vent.
b. Cross-feed valve stuck open. b. Repair or replace as required.
(May be caused when opposite
side engine is running. Uneven
fuel burning can also indicate a
leaking or open cross-feed valve).
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FUEL DISTRIBUTION - MAINTENANCE PRACTICES
1. Fuel Tank Access Panel
CAUTION: Refer to FUEL-HANDLING SAFETY INFORMATION in Chapter 12-10-00

before proceeding with any maintenance operations on the fuel system.
A. Removal
(1) Drain the fuel system (Ref. Chapter 12-10-00).
(2) Insert a 10-32 screw into the threaded hole in the center of the exterior surface of the panel to
be removed. Refer to Figure 202 for an illustration of the access panel locations.
(3) Remove the countersunk screws from the perimeter of the access panel to be removed.
(4) Holding the panel with the 10-32 screw inserted in Step (1), push in on the panel to release the
seal and rotate the panel as necessary to remove it from the opening in the lower wing skin.
(5) Remove the packing seal from the perimeter of the access panel and discard the seal.
B. Installation
(1) Insert a 10-32 screw into the threaded hole in the center of the exterior surface of the panel to
be installed.
(2) Install a new packing into the groove in the perimeter of the access panel. Refer to the Model
1900D Airliner Illustrated Parts Catalog for the seal part number.
(3) Holding the panel by the 10-32 screw inserted in Step (1), insert the panel into the access
opening in the lower wing skin and rotate it into position in the opening.
NOTE: The 10-32 holding screw should be to the outboard end of the panels with the
offset center holes.
(4) Apply corrosion inhibitive compound (10, Table 2, 28-00-00) to the countersunk screws and the
internal threads around the perimeter of the access panel.
(5) Install the countersunk screws around the perimeter of the access panel and tighten the panel
using the tightening sequence shown in Figure 201. Torque the screws 20 to 25 inch-pounds.
NOTE: It is important to tighten access panels in a definite pattern to ensure uniform

compression of seals and prevent possible fuel seepage. The example in Figure
201 shows the sequence to be followed when tightening retaining screws in
these panels. In the event a panel of different size or a different number of
fasteners is encountered, the same basic pattern should be followed and altered to
accommodate the differences.
When securing the panel, initially snug the screws in the defined sequence, then tighten
the screws in the same sequence.
(6) Remove the 10-32 screw inserted in Step (1).
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Access Panel Tightening Sequence

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Fuel System Access Covers

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FUEL FITTINGS - MAINTENANCE PRACTICES
1. Fuel Fittings
A. Anytime the clamp-type fittings connecting the fuel lines are loosened, new packings must be installed
in the assembly before the fitting is clamped. When installing these fittings, ensure that the safety
spring is seated in the clamp lever. Lubricate all AN-type fittings and B-nut seats with Petrolatum
VV-P-236 or Pharmaceutical Petroleum Jelly (3, Table 2, 28-00-00) prior to tightening. Thoroughly
inspect all areas of maintenance for leaks and seepage (Ref Figure 201).
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Wiggins Fitting Installation

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FUEL FILTERS AND SCREENS - MAINTENANCE PRACTICES
1. Engine Fuel Filters and Screens

A. Servicing
Each engine is equipped with a fuel filter, located in the equipment bay adjacent to the outboard side
of the nacelle and forward of the main spar. The filter elements may be removed and replaced or
cleaned as outlined in the following Steps.
2. Fuel Filter Element (Air-Maze)

A. Removal
(1) Remove the lower panel of the leading edge cover.
(2) Cut the safety wire securing the filter fuel shutoff valve control knob and turn the knob 90° to the
OFF position.
(3) Cut the safety wire securing the filter bowl nut in place and loosen the filter bowl nut (Figure 201
and Figure 202).
(4) Remove the bowl and nut assembly from the filter body.
(5) Remove the nut holding the filter pack element in place and slide the element down and off the
mounting stud.
(6) Clean the interior surfaces of the filter body and element bowl with solvent (2, Table 2, 28-00-00).
(7) Perform the AIR-MAZE FUEL FILTER CLEANING procedures.
NOTE: These filters are equipped with a red bypass indicator button. If this button is
extended 0.19 inch, it indicates that the filter element has been bypassed and that
there may be some form of fuel contamination or a filter malfunction. This button
should be pressed back (reset flush) into position after the filter has been serviced.
B. Installation
NOTE: The maximum permissible pressure drop across a clean or new filter is 0.6 psid at 2400
pph fuel flow.
(1) Position the filter element on the mounting stud and install the retaining nut.
NOTE: Torque the nut until it is flush with the filter element and the filter element is snug
against the filter body, then tighten the nut 1/4 turn.
(2) Install a new packing in the filter body groove where the filter body interfaces with the filter bowl.
(3) Install the filter bowl and torque the nut to a value of 80 to 120 inch-pounds.
(4) Safety wire the bowl retaining nut to the filter body.
(5) Check the position of the bypass indicator button. This button should be pressed back (reset
flush) into position after the filter has been serviced.
(6) Turn the filter fuel shutoff valve to "ON" and safety wire the knob in position.
(7) Check the filter assembly for leaks and seepage.
(8) Install the leading edge cover panel.
C. Cleaning - Primary Method
The primary method of cleaning the Air-Maze fuel filters used on this airplane is by use of an ultrasonic
cleaner. The following data provides information on the methods to be used for this purpose.
3. Filter Pack Element (Air-Maze)

A. Initial Cleaning
(1) Carefully remove the filter pack element from the housing and remove all packings.
(2) Do not disassemble the filter pack element for this initial cleaning.
(3) Plug open end(s) of filter(s) packs with rubber plugs and immerse in a recommended cleaner (7
or 2, Table 2, 28-00-00).
(4) Allow items to soak for 30 to 60 minutes to remove sludge and baked on contaminates.
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Fuel Filter Assembly (Air Maze)

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(5) Agitate parts for several minutes then remove the parts from cleaner.
(6) Allow parts to drain and then rinse the parts in new cleaner.
(7) Use filtered low pressure air (not exceeding 30 psi) to remove the excess cleaner and to facilitate
drying.
(8) Preform the FINAL CLEANING - FILTER PACK ELEMENT procedure.
NOTE: The ultrasonic cleaning tank used in this procedure must have a minimum of three
watts of power per square inch of tank bottom area.
B. Final Cleaning
(1) Fill tank with a recommended ultrasonic cleaner (7 or 2, Table 2, 28-00-00).
(2) Unplug the filters for this cleaning.
(3) Disassemble and remove the filter discs from the center tube of the filter pack element. Slide
the discs onto a rod rack which is supported horizontally in the tank. Provide a 1/4 inch space
between the filter discs.
(4) Metal valve parts, etc., may be cleaned simultaneously in a separate basket suspended in the
solution.
(5) Clean the filters for 20 minutes.
(6) Remove the filter discs from the tank and drain or use filtered low pressure air (not exceeding
30 psi) to remove the excess cleaner and to facilitate drying.
(7) Examine filter discs for cleanliness and screen damage. If the screen is damaged, replace the
filter disc. Examine parts for damage and replace if required. Inspect the filter discs with a 60X
scope to ensure debris removal.
(8) Repeat Steps (3) thru (7) if item is not clean.
(9) Reassemble the filter pack element.
(10) Replace packings and gaskets (if any) and reassemble valve parts and filter pack element to
housing.
C. Cleaning - Secondary Method
The secondary method of cleaning the Air-Maze fuel filters used on this airplane is by use of an
chemical cleaners. The filter pack elements are cleaned twice when chemicals are used. The
following data provides information on the methods to be used for this purpose.
D. Initial Cleaning - Secondary Method
(1) Carefully remove the filter pack element from the housing and remove all packings.
(2) Do not disassemble the filter pack element for this initial cleaning.
(3) Plug open end(s) of filter(s) packs with rubber plugs and immerse in an recommended cleaner
(7 or 2, Table 2, 28-00-00).
(4) Allow items to soak for 30 to 60 minutes to remove sludge and baked on contaminates.
(5) Remove the filter pack element and parts from cleaner.
(6) Allow items to air dry or use filtered low pressure air (not exceeding 30 psi) to remove the excess
cleaner and to facilitate drying.
(7) Preform the FINAL CLEANING - SECONDARY METHOD - FILTER PACK ELEMENT procedure.
E. Final Cleaning - Secondary Method
(1) Immerse the filter pack element in an recommended cleaner (7 or 2, Table 2, 28-00-00).
(2) Agitate solution for 20 minutes.
(3) Use a stiff bristled non-metallic brush to remove any remaining dirt or deposits.
(4) Unplug the filter and then drain or use filtered low pressure air (not exceeding 30 psi) to remove
the excess cleaner and to facilitate drying.
(5) Examine filter discs for cleanliness and screen damage. If the screen is damaged, replace the
filter disc.
(6) Repeat Steps (1) thru (5) if item is not clean.
(7) Replace packings and gaskets (if any) and reassemble valve parts and filter pack element to
housing.
4. Engine-Driven Fuel Pump Screens and Filters

Refer to the Pratt and Whitney PT6A-67D Engine Maintenance Manual for engine-driven fuel pump
screen and filter servicing intervals and procedures.
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FUEL PUMPS - MAINTENANCE PRACTICES
1. Electric Fuel Boost Pump

A. Removal
(1) Disconnect all electrical power from the airplane.
(2) Drain the fuel from the main wing tanks (Ref. Chapter 12-10-00).
(3) Drain fuel from pump by removing the plug in the bottom of the pump (Ref. Figure 201).
(4) Remove the lower outboard nacelle panel that covers a portion of the boost pump access cover.
(5) Remove the round access cover from the bottom of the outboard wing (between BL 114.250 and
WS 124.588 and stringers K and L) (Ref. Figure 204).
(6) Remove the access cover from the upper outboard wing (between BL 114.250 and WS 124.588
and stringers D and E).
(7) Disconnect the electrical lead and ground strap from the pump (Ref. Figure 201).
(8) Disconnect the outlet line from the pump.
(9) Working through the lower access port, cut the safety wire and remove the 12 bolts and washers
attaching the pump housing to the mounting structure.
(10) Remove the pump through the lower access port.
B. Installation
(1) Position the pump in the mounting structure and install the attaching bolts and washers (Ref.
Figure 201).
NOTE: Ensure that the ground strap is attached to the position from which it was removed.
(2) Torque the bolts to a value of 45 to 50 inch-pounds. Safety wire the bolt heads (Ref. Chapter
20-07-00).
(3) Connect the electrical lead to the pump.
(4) Install the access covers.
NOTE: Install the new packings on the access covers anytime they are removed. Refer to
the Model 1900D Airliner Illustrated Parts Catalog for component part numbers.
(5) Install the nacelle access panel.
2. Main Tank Jet Pump

A. Removal
(2) Drain the fuel from the wing (Ref. Chapter 12-10-00).
and stringers D and E) (Ref. Figure 204).
(4) Remove the fuel lines connected to the pump (Ref. Figure 201).
(5) Remove the nut and packing holding the pump to the main spar web.
(6) Remove the pump through the upper access port.
B. Installation
(1) Install a new packing on a fitting at the inlet (FWD) end of the pump (Ref. Figure 201).
(2) Install the pump inlet fitting through the main spar web.
(3) Connect the fuel lines to the pump and install the attaching nut.
(4) Install the access port cover with a new packing in place.
3. Transfer Jet Pump

A. Removal
(3) Remove the oval access cover from the bottom of the outboard wing (between WS 124.588 and
WS 135.860 and stringers K and L) (Ref. Figure 204).
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and stringers D and E).
(5) Disconnect the fuel lines from the pump (Ref. Figure 202).
(6) Remove the bolts and washers securing the adapter and pump to the wing rib.
(7) Remove the pump through the upper access port.
B. Installation
NOTE: Install a new packing on the adapter prior to installing the pump.
(1) Place the pump and adapter in position on the wing rib (Ref. Figure 202).
(2) Install the bolts and lock washers attaching the adapter and pump to the wing rib.
(3) Connect the fuel lines to the pump.
NOTE: Install new packings on the access covers anytime they are removed. Refer to the
Model 1900D Airliner Illustrated Parts Catalog for component part numbers.
(4) Install the upper and lower access cover.
4. Auxiliary Fuel Transfer Pump

A. Removal
(2) Drain the fuel from the auxiliary tank (Ref. Chapter 12-10-00).
(3) Remove the center access cover from the bottom of the center section, aft of the main spar
(between FS 312 and 319 and WS 29.06 and WS 41.85) (Ref. Figure 204).
(4) Remove the forward access cover from the bottom of the center section, aft of the main spar
(between FS 304.62 and FS 312 and WS 30.06 and WS 41.85).
(5) Working through the forward access port, disconnect the fuel lines from the pump (Ref. Figure
203).
(6) Disconnect the electrical wiring and the ground strap.
(7) Remove the bolts that attach the pump to the structure.
(8) Pull the pump out of the mounting structure.
B. Installation
NOTE: Install a new packing on the adapter prior to installing the pump.
(1) Install a new gasket on the pump and position the pump in the mounting structure (Ref. Figure
203).
(2) Install the attaching bolts and washers. Torque the bolts to a value of 45 to 50 inch-pounds.
Safety wire the bolt heads (Ref. Chapter 20-07-00).
NOTE: Assure that the ground strap is attached to the area from which it was disconnected.
(3) Connect electrical wiring.

(4) Connect the fuel lines to the pump.
NOTE: Install a new packing on the forward access cover. Refer to the Model 1900D
Airliner Illustrated Parts Catalog for component part numbers.
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Collector Tank Fuel System Components

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Auxiliary Fuel Tank

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Fuel System Access Covers

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FUEL MANIFOLDS - MAINTENANCE PRACTICES
1. Manifold
A. Removal
(2) Drain the fuel from the wing as described in Chapter 12-10-00.
and stringers "D" and "E"). Refer to the FUEL SYSTEM ACCESS COVERS illustration in
Chapter 28-20-00.
(4) Remove the oval access cover from the bottom of the outboard wing (between WS 124.588
and WS 135.860 and stringers "K" and "L"). Refer to the COLLECTOR TANK FUEL SYSTEM
COMPONENTS illustration in Chapter 28-20-03.
(5) Working through the upper access port, disconnect the fuel lines at the manifold.
(6) Remove the four bolts and washers that attach the manifold to the wing rib. These bolts are
reached through the lower access port.
(7) Remove the manifold through the upper access port.
B. Installation
NOTE: Refer to the COLLECTOR TANK FUEL SYSTEM COMPONENTS illustration in Chapter
28-20-03.
(1) Position the manifold in place and install the four attaching bolts and washers.
(2) Connect the fuel tubes to the manifold.
NOTE: Install new packings on the access covers anytime they are removed. Refer to the
Model 1900D Airliner Illustrated Parts Catalog for component part numbers.
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FUEL VALVES - MAINTENANCE PRACTICES
1. Filter Fuel Shutoff Valve
WARNING: Refer to FUEL-HANDLING SAFETY INFORMATION in Chapter 12-10-00

before proceeding with any maintenance operation on the fuel system.
A. Removal
NOTE: Refer to 28-20-03 COLLECTOR TANK FUEL SYSTEM COMPONENTS illustration in the
Maintenance Practices section.

(3) Remove the access cover from the upper outboard wing (between BL 114.250 and WL 124.588
and stringers "D" and "E"). Refer to 28-20-00 FUEL SYSTEM ACCESS COVERS illustration in
the Maintenance Practices section.
(4) Remove the lower panel of the leading edge cover (on the leading edge adjacent to the outboard
side of the nacelle).
(5) Disconnect the fuel lines from the forward and aft ends of the shutoff valve.
(6) Remove the nut and sealant from the aft end of the valve and pull the valve forward and out of
the structure.
B. Installation
(1) Apply sealer (18, Table 2, 28-00-00) to the valve and place the valve in position and install the
attaching nut.
(2) Attach the fuel lines to the valve.
(3) Install the lower panel of the leading edge cover.
NOTE: Install a new packing on the access cover.
(4) Install the upper access cover.
2. Firewall Fuel Shutoff Valve

A. Removal

(2) Remove the lower panel of the leading edge cover (on the leading edge adjacent to the outboard
side of the nacelle).
(3) Cut the safety wire on the filter fuel shutoff valve and move it 90° to the "off" position.
(4) Disconnect the electrical plug from the firewall shutoff valve.
(5) Disconnect the fuel line from the aft side of the fuel filter.
(6) Disconnect the fuel line from the firewall shutoff valve.
(7) Cut the safety wire and remove the two bolts securing the fuel filter to its mounting bracket.
(8) Remove the filter and shutoff valve.
(9) Loosen the jam nut between the filter and the shutoff valve and screw the shutoff valve out of
the filter assembly.
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B. Installation
(1) Install a jam nut on the end of the valve that has the double set of threads.
(2) Move the jam nut to the thread set nearest the valve and install a new packing in the area
between the thread sets.
(3) Screw the shutoff valve into the filter. The first set of threads on the shutoff valve must be screwed
into the filter far enough that the jam nut can be tightened against the filter without pressing the
packing against the threads.
(4) Install the filter and shutoff valve in the filter bracket with the two attaching bolts and washers.
NOTE: The solenoid portion of the shutoff valve must be up.
(5) Connect the fuel lines to the filter and shutoff valve.
(6) Connect the electrical plug to the shutoff valve.
(7) Move the filter fuel shutoff valve to the "on" position and safety wire the knob in place.
(8) Install the lower panel of the leading edge cover.
C. Functional Check
(1) Start the engine as outlined in the Model 1900D FAA Approved Airplane Flight Manual.
(2) Upon engine stabilization, perform the following check:
CAUTION: The fire extinguisher system is armed when the FIRE PULL "T"
handle is pulled. Actuating the extinguisher push light/switch will
release the extinguishing agent.
(a) Close left hand firewall shut-off valve by activating (pulling) the FIRE PULL "T" handle.
NOTE: If engine fuel flow does not decrease to zero (0) within 10 seconds of fuel
flow shut-off valve activation, replace the motive flow check valve and repeat
this procedure.
(b) Observe that appropriate FUEL PRESS LO annunciator illuminates and engine fuel flow
decreases to zero (0) within 10 seconds following activation of fuel firewall shut-off valve.
(c) Repeat the above procedure for other engine.
3. Cross-Feed Valve
A. Removal
The cross-feed valve is located on the forward side of the main spar on the left side of the left wheel
well.
(1) Drain the fuel from the airplane (Ref. Chapter 12-10-00).
(2) Disconnect the electrical plug on valve.
(3) Working through the LH wheel well, disconnect the fuel lines from the valve.
(4) Cut the safety wire from the attaching bolt heads and remove the bolts.
B. Installation
(1) Position the valve on its mounting bracket and install the attaching bolts.
(2) Safety wire bolts (Ref. Chapter 20-07-00).
(3) Connect the fuel lines to the valve.
(4) Connect the electrical plug.
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LH AND RH FUEL LINES - MAINTENANCE PRACTICES
1. Fuel Line
A. Inspection
(1) Ensure the landing gear is down, locked and pinned.
(2) Open the 5 amp landing gear control circuit breaker.
(3) Remove all electrical power from the airplane and disconnect the airplane battery (Ref. Chapter
24).
NOTE: If Split Fender Kit 114-9801 is installed only the upper half of the inner fenders
require removal (Ref. Chapter 54-10-01).
(4) Perform NACELLE INNER FENDER Removal procedure (Ref. Chapter 54-10-01) in the left and
right hand wheel wells to gain access to the areas located immediately behind the fenders.
(5) Remove the split convolex tubing from the fuel transfer tubes (Ref. SB 32-3839 which
supersedes SB 32-3616 R2) before accomplishing fuel transfer tube inspection.
WARNING: Wear rubber gloves, goggles and protective wet weather

clothing when using MIL-C-85570 cleaning compounds. If
cleanser is splashed in eyes, rinse thoroughly with fresh
water for 15 minutes and seek medical aid. Remove clothing
saturated with cleaning solution immediately and flush
exposed skin areas with fresh water.
(6) Clean the P/N 118-920000-29 LH and 118-920000-35 RH fuel lines using cleanser (9, Table 2,
28-00-00). Mix one part cleanser to four parts water and apply with soft brush or cloth for one
minute. Rinse with fresh water and dry.
(7) Inspect the LH/RH fuel line for chafing. Pay particular attention to the areas located behind the
openings for the main landing gear uplock switch wire harnesses.
(8) If chafing has occurred, measure the depth of the chafing and refer to Table 201 to determine if
additional action is required.
(9) If there is no visible chafing to the fuel lines, measure the distance between the fuel lines and the
main landing gear uplock switch wire harness. If the distance measured is less than 1/2 inch,
complete Steps (a) and (b).
(a) Using tie wraps (8, Table 2, 28-00-00), remove excess slack from the main landing gear
uplock wire harnesses by securing the harnesses to existing wire harnesses which route
thru the top of the main landing gear wheel well side panels.
(b) Ensure a minimum of 1/2 inch clearance between the main landing gear uplock switch wire
harnesses and all tubing located in the main landing gear wheel wells.
(10) If the distance measured between the main landing gear uplock switch wire harness is greater
than 1/2 inch, install the inner fenders assuring adequate clearance between all wiring and
tubing.
NOTE: If Split Fender Kit 114-9801 is installed and only the upper halves of the inner
fenders were removed, install inner fender upper halves (Ref. Chapter 54-10-01).
Main gear up position switch adjustment is not required if the following conditions are met:
• Split Fender Kit 114-9801-0001 is installed.
• Only the upper half of the inner fenders were removed.
• Main gear up position switch was not disturbed.
(11) Perform NACELLE INNER FENDER Installation procedure (Ref. Chapter 54-10-01) in the left
and right hand wheel wells.
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Table 201. Action Required for Fuel Line Chafing
Chafing Depth(Inch) Action Required

Perform the CORROSION PREVENTION FOR
CHAFED FUEL LINES procedures contained in this
0.001 to 0.007 section. Ensure the main landing gear wire harness is
secure and there is a minimum clearance of 1/2 inch
distance between the fuel line and the wire harness.
Replace the fuel line before the next 100 hour
0.008 to 0.015
interval.
0.016 or Greater Replace the fuel line before the next flight.
B. Corrosion Prevention for Chafed Fuel Lines

(1) Mask off areas adjacent to the chafed area using masking tape (15, Table 2, 28-00-00).
(2) Remove all corrosion using aluminum-oxide cloth (13, Table 2, 28-00-00). If the tube assembly
is painted, the corroded area and the immediate surrounding surface area must be sanded to
bare metal.
(3) Polish the affected area using aluminum-oxide cloth (14, Table 2, 28-00-00). If the surrounding
surface area is painted, feather the edges of the paint.
(4) Measure the depth of the chafing after all corrosion has been removed (Ref. Table 201). If
the depth of the affected area is 0.016 inches or greater, discontinue these corrosion removal
procedures and replace the fuel line before the next flight.
WARNING: Wear rubber gloves, goggles and protective wet weather

clothing when using cleanser (17, Table 2, 28-00-00) cleaning
compounds. If cleanser is splashed in eyes, rinse thoroughly
with fresh water for 15 minutes and seek medical aid. Remove
clothing saturated with cleaning solution immediately and
flush exposed skin areas with fresh water.
(5) Wipe the affected area clean using a clean cloth dampened with cleanser (17, Table 2, 28-00-
00). Mix one part cleanser to nine parts water.
(6) Rinse with water. Ensure all traces of oil and finger prints have been removed from the affected
area. If traces of oil contaminants still exist, repeat Steps (5) and (6).
WARNING: Coating (16, Table 2, 28-00-00) is moderately toxic to skin, eyes,

and the respiratory tract. Eye and skin protection are required.
General ventilation is adequate.
(7) Surface treat the affected area with coating (16, Table 2, 28-00-00) for two to four minutes using
a sponge stick applicator.
(8) Lightly rinse the affected area with a spray bottle and clean water immediately after applying the
surface treatment.
(9) Allow to dry for a minimum of 1 hour.
(10) Apply one coat of primer (11, Table 2, 28-00-00). Wait thirty minutes and apply a second coat
of the primer.
(11) If the fuel transfer tube assembly is painted, apply two coats of urethane paint (12, Table 2,
28-00-00).
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FUEL QUANTITY INDICATING - DESCRIPTION AND OPERATION
1. General
A. Capacitance Fuel Quantity Indicating System
(1) The fuel indicating system is a capacitance type that is compensated for specific gravity and
reads in pounds on a liner scale. Electronic circuits in the system process the signals from the
fuel quantity (capacitance) probes in the fuel tanks for an accurate reporting of fuel quantity
(Ref. Figure 1). Each side of the airplane has an independent gaging system with five probes
strategically located in various areas of the main tank, one in the collector tank, and two in the
auxiliary tank.
(2) Fuel density and dielectric constant vary with respect to the temperature, fuel type and fuel batch.
The capacitance gaging system is designed to sense and compensate for these variables. The
fuel quantity probe is simply a variable capacitor comprised of two concentric tube. The inner
tube is profiled by changing the tube diameter so that the capacitance between the inner and
outer tube is proportional to the tank volume. The tubes serve as fixed electrodes and the fuel
of the tank in the space between the tubes acts as the dielectric of the fuel quantity probe. The
capacitance of the fuel quantity probe varies with respect to the change in the dielectric that
results from the ratio of fuel to air in the fuel cell. As the fuel level between the inner and outer
tubes rises, air with a dielectric constant of one is replaced by fuel with a dielectric constant of
approximately two, thus increasing the capacitance of the fuel quantity probe. This variation
in the volume of fuel contained in the fuel cell produces a capacitance variation that is a linear
function of that volume. This function is converted to a linear current that energizes the fuel
quantity indicator. Capacitance fuel probes are designed to produce a capacitance variation that
is linear in relation to variation in weight, even though the weight is nonlinear with respect to the
fuel level. By varying the capacitance per inch, the nonlinear level signal is changed to a linear
function. In addition to its capacitance sensing tubes, each fuel quantity probe contains a small
circuit network that produces an output current whose average value is directly proportional to
fuel level, while automatically compensating for fuel temperature-density variations. The ensuing
signal is further processed by a DC amplifier, inside the indicator, which contains a potentiometer
for adjusting the Full and Empty settings. The DC amplifier controls response time and drives a
D'Arsonval type meter on Gull Airborne or a servo-type meter on Ragen Data Systems indicators.
(3) Correct operation of capacitance fuel quantity indicating systems depends on proper system
connections. These connections should be thoroughly inspected before performing other
maintenance procedures. For detailed system checks and calibration. Refer to FUEL
QUANTITY - TROUBLESHOOTING, in this Chapter.
B. Fuel Quantity Capacitance Probes
(1) Each capacitance probe consists of two concentric tubes. The tubes serve as fixed electrodes
and the fuel of the tank in the space between the tubes acts as the dielectric of the probe. The
capacitance of the probe varies with respect to the change in the dielectric that results from the
ratio of fuel to air in the tank. The tubular capacitor elements of each capacitance probe are
profiled to match the contour of the tank in which it is installed to provide linear capacitance
versus volume in the tank at varying flight attitudes.
C. Low Fuel Quantity Warning System
(1) Sensors in the inboard wall of the main tank provide for low fuel quantity notification when the
fuel quantity drops below the sensing element prism. When the prism is not submerged, the
probe triggers current to the appropriate annunciator light. Sensors in the collector tank area of
the main tank provide the signals for the L or R COL TANK LOW annunciator light in the same
manner. The system is functionally tested by pressing the test switch, mounted adjacent to the
annunciator panel (Ref. Figure 2).
(2) The low fuel quantity sensors on a principal that allows a light produced within the sensor by
a reference light source to pass through a prism on the tip of the sensor when the probe is
submerged in fuel. When the prism is not submerged, the light is reflected back off the prism
bevel and back into the probe. The reflecting light is then sensed by a light sensitive transistor
which triggers the current for the appropriate annunciator light.
(3) An integral self-test circuit provides for functionally testing the sensor and its associated circuitry
by energizing a test light source in the probe. The test light is positioned to shine into the light
sensitive transistor even when the probe is submersed in fuel. When the warning annunciator
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test switch is pressed, illumination of the annunciators is not immediate because of a time delay
built into the circuitry. The time delay is designed to allow up to a 4-second delay before the
annunciator light is activated. The time delay feature prevents false cycling of the annunciator
light when the fuel is moving around in the wing.
(4) Two additional liquid level indicators are located on the lower wing surface. These indicators
do not provide information to the pilot during flight, but are visible only on ground walk-around
inspection. The sight window in the outboard indicators will show black when 1200 or more
pounds of fuel is available in the tank and will show a black dot on a red background when
available fuel drops below 1200 pounds. The inboard sight window will have the same indications
at, above or below 800 pounds of available fuel.
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Low Quantity Indicating Schematic

Figure 1 (Sheet 1)
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Low Quantity Indicating Schematic

Figure 1 (Sheet 2)
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Low Fuel Quantity Indicating Schematic

Figure 2 (Sheet 1)
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Low Fuel Quantity Indicating Schematic

Figure 2 (Sheet 2)
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FUEL QUANTITY INDICATING - TROUBLESHOOTING
1. General
Troubleshooting of the fuel quantity indicating system requires the use of special tools. The Fuel Quantity
Test Set (1, Table 1, 28-00-00) simulates the signals necessary to check and calibrate the fuel quantity
indicating system. The 1900 probe selector unit (2, Table 1, 28-00-00) is used with the test set to check
probes and probe harnesses in groups or individually.
One 9-vdc battery inside the test set provides the power required to read insulation (conductance) and
capacitance. The LCD shows capacitance in picofarads (pF) and conductance in nano Siemens (nS).
Aircraft battery power or an auxiliary power source is required to simulate capacitance for indicator
checking and calibration.
Troubleshooting checks are carried out in five phases: checking the system harness insulation, probe
harness insulation, system capacitance, probe capacitance and checking the indicator. If the indicator
does not check or is replaced, it must be calibrated.
A. System Insulation Check
NOTE: Connect a regulated 28-vdc external power supply to the airplane when troubleshooting
or calibrating.
This test procedure may be performed with full, partially full or empty tanks. Display readings are
presented in nano Siemens (nS), equivalent megohms are derived by dividing 1000 by the LCD display
reading: 1000/50 nS = 20 Megohms. These checks are identical for left and right fuel systems.
(1) Locate the test set conveniently for the procedures that follow.
(2) Ensure that the test set ON/OFF switch is in the OFF position.
CAUTION: Power to the airplane must be off when lowering or raising the
fuel control panel to preclude the possibility of shorting any wiring
connections to ground.
(3) Ensure that the battery switch is OFF.
(4) Open the fuel quantity system circuit breakers.
(5) Set the airplane's fuel select switch to MAIN.
(6) Gain access to the fuel quantity indicator.
(7) Disconnect the airplane's harness from the fuel quantity indicator.
(8) Connect the test set to the airplane's harness.
NOTE: Do not connect the test set to the fuel quantity indicator.
(9) Rotate the TEST FUNCTION selector to IND AMP.

(10) Place the INSULATION/SYSTEM switch to IN nS.
(11) Rotate the INS TEST POINTS selector to LO-Z GND.
(12) Place the shorting switch to the NO position.
(13) Place the ON/OFF switch to ON and allow sufficient time for the LCD to stabilize.
(14) The LCD reading should be less than 50 nS.
(15) Rotate the INS TEST POINTS selector through the remaining positions. Allow sufficient time for
the LCD to stabilize in each position. The LCD reading in each position should be less than 50
nS, except in the SIG/RTN position which will show an overrange indication (1---).
(16) Rotate the INS TEST POINTS selector to RTN/SIG.
(17) Close the fuel system circuit breakers that were opened in Step (4).
(18) Turn the battery master switch ON. The change between power OFF and power ON shall not
exceed 10 nS.
(19) Rotate the INS TEST POINTS selector through the remaining positions. Allow sufficient time for
the LCD to stabilize in each position. The LCD reading in each position should be less than 50
nS, with the same exceptions as previously noted. Due to continuity through the diodes inside
the probe, when the test set detects a short from RTN to GND, that short will also be seen as a
short from SIG to GND.
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(20) Set the airplane's fuel select switch to AUX. Repeat Steps (11) through (19).
(21) When any of the above checks are out of tolerance, isolate the airplane's wire harness from the
probe wire harnesses. The main tank wire harness connectors are behind access panel 531AT
(LH) and 631AT (RH). Refer to Chapter 06-50-00, Figure 4, for access panel locations. The
auxiliary tank wire harness connectors are behind panel 512BB (LH) and 612BB (RH). Refer to
Chapter 06-50-00, Figure 5, for access panel locations.
(22) Repeat Steps (9) through (19). Acceptable readings are 005 nS or less. If the insulation readings
are acceptable, the fault lies in the main tank wire harness to the probes. If not, the fault is in
the airplane's wire harness between the indicator in the cockpit out to the wing.
(23) Perform the PROBE INSULATION TEST when any faults have been isolated to the probe wire
harnesses.
NOTE: The results of the preceding checks must be within the stated limits. If any results
are slightly outside of these limits, repeat the entire procedure to ensure that failure
of the checks was not due to human error.
(24) Turn the test set OFF. Disconnect the test set. Connect the airplane's wire harnesses to the
original configuration.
B. Probe Insulation Check
The probe insulation check may be performed with the fuel tanks full, partially full or empty.
NOTE: Use the probe selector unit (2, Table 1, 28-00-00).
(1) Ensure that the battery master switch is OFF.

(2) Open all fuel system circuit breakers.
(4) Locate the test set conveniently for working in the area of the access panels for the main tank
wire harness connectors.
(5) Disconnect the probe wire harnesses from the airplane's wire harness. The main tank wire
harness connectors are behind access panel 531AT (LH) and 631AT (RH). Refer to Chapter
06-50-00, Figure 4, for access panel locations. The auxiliary wire harness connectors are behind
access panel 512BB (LH) and 612BB (RH). Refer to Chapter 06-50-00, Figure 5, for access
panel locations.
(6) Ensure that the test box ON/OFF switch is in the OFF position.
(7) Connect the 1900 probe selector unit to the bulkhead connector of the main tank wire harness
and to the bulkhead connector of the auxiliary tank wire harness.
(8) Connect the test set to the probe selector unit with the ACFT connector.
NOTE: Do not connect the test set IND connector to the airplane's wire harness.
(9) Rotate the TEST FUNCTION switch to IND AMP.

(10) Place the INSULATION/SYSTEM switch to IN nS.
(11) Rotate the INS TEST POINTS selector to LO-Z GND.
(12) Set the probe selector ALL/EACH toggle switch to ALL.
(13) Set the probe selector MAIN/AUX toggle switch to MAIN.
(14) Place the test set ON/OFF switch in ON and allow sufficient time for the LCD to stabilize.
(15) The LCD reading should be less than 50 nS.
(16) Rotate the INS TEST POINTS selector to its remaining positions, allowing sufficient time for the
LCD to stabilize in each position: the SIG/RTN position should show an overrange indication
(1---); all others should indicate less than 50 nS.
(17) Set the probe selector ALL/EACH toggle switch to EACH.
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(18) Using the switch on the selector unit, select each individual probe and repeat Steps (10) through
(15): the reading for each probe should be less than 50 nS, and the total readings for all the
probes must not exceed 50 nS except in the SIG/RTN position, which should show an overrange
indication.
NOTE: When testing individual probes, the indication can be anywhere between 1500
nS and overrange. The Barfield DC400 Instruction Manual calls for an overrange
indication when testing individual probes in every instance. This is not always
true, as tests on individual probes will not always indicate overrange on the test
equipment. Not receiving an overrange indication does not mean the probe is bad
and will require replacement.
(19) Set the airplane's fuel select switch to AUX.

(20) Set the probe selector MAIN/AUX toggle switch to AUX.
(21) Set the probe selector BOTH/EACH toggle switch to BOTH.
(22) Repeat Steps (11) and (14) through (16) to read the insulation values of the auxiliary tank probe
harness.
(23) Set the probe selector BOTH/EACH toggle switch to EACH and repeat Step (18).
(24) Should any probe be out of tolerance, that probe or its associated wiring to the bulkhead
connector must be replaced.
(25) Once the fault has been isolated and corrected, the applicable portion of the preceding checks
should be repeated to ensure fault correction.
NOTE: If any component has been changed, perform SYSTEM CAPACITANCE CHECKS
and SYSTEM CALIBRATION.
(26) Place the test set ON/OFF switch in the OFF position, and restore the airplane to its original
condition.
C. System Capacitance Check
The following checks must be performed with the airplane's fuel tanks either completely empty or
completely full.
(1) Locate the test set convenient to the indicator for these checks.
(2) Ensure that the ON/OFF switch on the test set is in the OFF position.
(4) Open the fuel quantity system circuit breakers.
(5) Place the fuel select switch to MAIN.
(6) Gain access to fuel quantity indicator.
(7) Disconnect the fuel quantity indicator harness from the rear of the indicator.
(8) Connect the test set to the ACFT connector to the indicator harness.
NOTE: Do not connect the IND connector to the fuel quantity indicator.
(9) Rotate the TEST FUNCTION selector on the test set to PROBES.
(10) Place the INSULATION/SYSTEM switch to SYSTEM.
(11) Place the MAIN/TOT-AUX/NAC switch to MAIN/TOT.
(12) Place the shorting switch to the YES position.
(13) Place the 200 pF/1000 pF switch to the 200 pF position if tanks are empty or to the 1000 pF
position if the tanks are full.
(14) Place the test set ON/OFF switch to ON.
(15) P ress and hold the PRESS TO READ CAP (pF) push button: the reading should be within the
range shown in Table 101.
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Table 101. System Capacitance Values
MAIN (NOM) MAIN (MIN) MAIN (MAX) AUX (NOM) AUX (MIN) AUX (MAX)
EMPTY 159.3 156.3 162.2 64.1 63.1 65.1
FULL 295.6 292.6 298.6 115.2 114.2 116.2
NOTE: Record these empty and full capacitance values in the airframe log for future
reference.
(16) Place the fuel select switch to AUX.

(17) P ress and hold the PRESS TO READ CAP (pF) push button: the reading should be within the
range shown in Table 101.
reference.
(18) If the system capacitance is out of tolerance, perform the PROBE CAPACITANCE CHECK.
(19) Place the test set ON/OFF switch in the OFF position and disconnect the test set from the
indicator harness.
(20) Return the airplane to the original configuration.
D. Probe Capacitance Check
NOTE: Use the probe selector unit (2, Table 1, 28-00-00).

(2) Open all fuel system circuit breakers.
(4) Locate the test set and probe select unit conveniently for working in the area of the access panels
for the main tank wire harness connectors and the auxiliary tank wire harness connectors.
(5) Disconnect the main tank wire harness from the airplane's wire harness. The main tank wire
harness connectors are behind access panel 531AT (LH) and 631AT (RH). Refer to Chapter
06-50-00, Figure 4, for access panel locations. The auxiliary tank wire harness connectors are
behind panel 512BB (LH) and 612BB (RH). Refer to Chapter 06-50-00, Figure 5, for access
panel locations.
(6) Ensure that the test set ON/OFF switch is in the OFF position.
(7) Connect the 1900 probe selector unit to the bulkhead connector of the main tank wire harness
and to the bulkhead connector of the auxiliary tank wire harness.
(8) Connect the test set to the probe selector unit with the ACFT connector.
NOTE: Do not connect the test set IND connector to the airplane's wire harness.
(9) Rotate the TEST FUNCTION selector to PROBES.

(11) Place the MAIN/TOT-AUX/NAC to MAIN/TOT.
(12) Place the 200 pF/1000 pF switch to 200 pF if the tanks are empty or to 1000 pF if the tanks are
full.
(13) Set the probe selector ALL/EACH switch to ALL and set the probe selector MAIN/AUX switch to
MAIN.
(14) Place the test set ON/OFF switch in the ON position.
(15) P ress and hold the PRESS TO READ pF push button: the reading should be within the ranges
shown in Table 101.
reference.
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(16) Release the PRESS TO READ pF push button.

(17) Place the 200 pF/1000 pF switch to 200 pF.
(18) Set the probe selector ALL/EACH switch to EACH.
(19) Rotate the selector switch to each probe position and measure the capacitance of the individual
probes: the capacitance readings should be within the values listed in Table 102; otherwise,
replace the out-of-tolerance probe or its associated wiring, then repeat the appropriate checks
to confirm that the fault has been corrected.
(20) Set the airplane's fuel select switch to AUX.
(21) Set the probe selector BOTH/EACH switch to BOTH and set the probe selector MAIN/AUX
switch to AUX.
(22) Repeat Steps (9) through (12) and (14) through (17).
(23) Set the probe selector BOTH/EACH switch to EACH and repeat Step (19).
NOTE: If any component or components have been replaced, perform SYSTEM

CAPACITANCE CHECK and INDICATOR CALIBRATION.
(24) Place the test set ON/OFF switch in the OFF position and restore the airplane to original
configuration.
Table 102. Individual Probe Capacitance Values
EMPTY FULL
PROBE PROBE MIN. NOM. MAX. MIN. NOM. MAX.
LOCATION P/N
WS 41.85 118- 36.6 37.1 37.6 66.0 66.5 67.0
(Aux.) 389004-41
WS 79.65 118- 26.5 27.0 27.5 48.2 48.7 49.2
(Aux.) 389004-43
WS 114.25 118- 6.7 7.2 7.7 13.8 14.3 14.8
389004-45
WS 135.86 118- 48.2 48.7 49.3 90.5 91.0 91.5
389004-13
WS 171.29 118- 23.6 24.1 24.6 42.2 42.7 43.2
389004-47
WS. 118- 23.0 23.5 24.0 43.0 43.5 44.0
194.85 389004-21
WS 223.49 118- 28.6 29.1 29.6 52.6 53.1 53.6
389004-25
WS 276.01 118- 26.4 26.9 27.4 50.5 51.0 51.5
389004-49
E. Setting Capacitance Simulation

When performing the indicator linearity check or calibrating the indicator, the test set uses the
airplane's 28 volts and it's circuitry to simulate a capacitance for the indicator to read. This value is
shown on the indicator face as a fuel quantity. During a bench test the procedures for simulating
capacitance is the same; the only difference is an auxiliary 28 vdc power supply is used in lieu of
the airplane's power. Use these procedures and Table 103 as required to set capacitance values
for checking and calibrating the indicator.
NOTE: Connect the test set ACFT connector to the airplane's wire harness and the IND
connector to the indicator.
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Table 103. Capacitance Simulation Values
0 LBS. 300 LBS. 600 LBS. 900 LBS. 1600 LBS.

MAIN TANK 159.4 185.0 210.0 235.0 295.0
AUX TANK 64.1 ---- 115.2 ---- ----
(1) Set the TEST FUNCTION selector switch to CAP SIM CAL (NORM SYS).
(2) Set the INSULATION/SYSTEM switch to SYSTEM.
(3) Set the MAIN/TOT-AUX/NAC switch to MAIN/TOT.
(4) Set the shorting switch to NO.
(5) Set the pF switch to 200 for values from 0 - 200 pF or in the 1000 pF position for values over
200.
(6) Turn the test set ON.
(7) Set the CAP SIM(pF) 100's and 10's thumb wheels to the desired capacitance value to be
simulated.
(8) Press and hold the PRESS TO READ CAP (pF) button to read the capacitance in the LCD.
(9) Use the trimmer control to fine adjust the capacitance setting.
(10) Set the TEST FUNCTION switch to IND AMP.
(11) Turn on the battery switch and apply auxiliary power (28 vdc) to airplane.
(12) The fuel quantity indicator will read the capacitance simulated by the test set and display a fuel
quantity in pounds.
F. Indicator Linearity Check (Not a System Calibration)
The following linearity check may be performed on the fuel quantity indicator with the fuel tanks full,
partially full or empty.
(2) Locate the test set convenient to the fuel control panel on the pilot's sidewall.
(3) Open the appropriate fuel quantity system circuit breakers.
(4) Remove the three screws from the top of the hinged fuel control panel to gain access to the fuel
quantity indicator.
(5) Connect the test set ACFT connector to the indicator wire harness and the IND connector to the
indicator.
(7) Use the procedures in SETTING CAPACITANCE SIMULATION to set the test set to the values
shown in Table 103.
(8) Set the indicator needle deflection, using the EMP 1/E1 or E adjustment, for each required
quantity shown in Table 103.
(9) Set the airplane's fuel select switch to AUX and check the empty and full readings of the indicator
in accordance with the values in Table 103.
(10) Set the indicator needle deflection by using the EMP 1/E1 or E adjustment to the required
quantity.
(11) If the indicator will not adjust to the required quantity reading for the capacitance simulated, it
must be replaced.
(12) Turn the battery switch OFF.
(13) Turn the test set OFF.
(14) Disconnect the test set.
(15) Connect the airplane's wire harness to the indicator and return the airplane to the original
configuration.
G. System Calibration
The fuel quantity system may be calibrated with the fuel tanks either completely empty (undrainable
fuel only) or completely full; however, the preferred procedure is to calibrate the system with the tanks
completely empty.
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While calibrating the system with empty tanks is more reliable than the alternate procedure, the
accuracy of the alternate procedure (full tanks) can be appreciably enhanced if the empty-tanks
value is known. It is recommended that when the empty capacitance value is determined, it should
be recorded in the airframe log for future use in calibrating.
NOTE: Any time a probe is changed, a new empty tank value will have to be established.
The preferred procedure (undrainable fuel only) makes use of the actual empty-tank value in adjusting
the zero indication. The alternate procedure (full tanks) applies a nominal empty-tank value to the
system by the test set for the zero indication.
Both procedures will be outlined in the following text; however, it must be remembered that the
alternate procedure is a stop-gap procedure only and the system should be calibrated using the
preferred procedure at the earliest convenience of the operator.
H. Empty Tanks Calibration (Preferred Procedure)
(1) Defuel the airplane and drain sumps as described in Chapter 12-10-00.
(2) Locate the test set conveniently for working in the cockpit.
(3) Ensure that the ON/OFF switch on the test set is OFF.
(4) Ensure that the battery switch is OFF and the fuel quantity circuit breakers are open.
quantity indicator.
(6) Disconnect the wiring connector from the indicator.
(7) Connect the test set ACFT connector to the indicator wire harness and connect the test set IND
(8) Rotate the TEST FUNCTION selector to CAP SIM CAL (NORM SYS).
(13) Place the ON/OFF switch to ON.
(14) Close the appropriate fuel quantity circuit breakers.
NOTE: There are two different indicators which may be installed: one type of indicator has
a power-off dot below the "0" graduation.
(16) The fuel quantity indicator needle should rest between the "0" indication and the power-off dot
on indicators which have the power-off dot, or the needle should rest approximately one needle
width below the "0" indication on indicators without the power-off dot. Should the indication be
inconsistent with the preceding guidelines, adjust the EMP 1/E1 or E/EMP adjustment on the
back of the indicator.
(17) Set the airplane's fuel select switch to AUX. The indicator should read "0". Make adjustments
as required using the on E2/EMP 2 adjustment on the back of the indicator.
(18) Set the airplane's fuel select switch back to MAIN.
(19) Use the procedures in SETTING CAPACITANCE SIMULATION to set a capacitance value on
the test set to ADD CAP = 135.9 pF.
(20) Rotate the TEST FUNCTION selector to ADD CAP.
(21) The value set on the test set is added to the current empty tank reading which will simulate a full
tank. Adjust the F/FULL adjustment on the indicator to read the maximum fuel quantities shown
in Table 103.
NOTE: Recheck empty and full adjustments made to the indicator to ensure accurate
calibration.
(22) Turn the battery switch OFF.

(23) Turn the ON/OFF switch on the test set OFF and disconnect the test set from the airplane's
system.
(24) Restore the airplane to its original configuration.
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I. Full Tanks Calibration (Alternate Procedure Only)

With tanks FULL use Steps (1) through (22), then (26) to end. When tanks are PARTIALLY FULL use
Steps (1) through (21), then Steps (23) to end.
(1) Locate the test set conveniently for working in the cockpit.
(2) Ensure that the ON/OFF switch on the test set is OFF.
(3) Ensure that the battery switch is OFF and the fuel quantity circuit breakers are open.
quantity indicator.
(5) Disconnect the wiring connector from the indicator.
(6) Connect the test set ACFT connector to the indicator wire harness and connect the test set IND
(7) Rotate the TEST FUNCTION selector to CAP SIM CAL (NORM SYS).
(12) Place the ON/OFF switch to ON.
(13) Close the appropriate fuel quantity circuit breakers.
(15) Set the test set to a nominal empty capacitance value for the main tank as shown in Table 101.
NOTE: Check the airframe log for an empty tank value and, if available, use that value in
place of the values given in Table 101.

(18) The indicator needle should indicate between the "0" position and the power-off dot for
indicators with the power-off dot or approximately one needle width below the "0" indication
on indicators without the power-off dot. Should the indicator reading be inconsistent with the
preceding guidelines, adjust the EMP 1/E1 or E/EMP adjustment on the back of the indicator.
(19) Set the airplane's fuel select switch to AUX and set the test set to a nominal empty capacitance
value for the auxiliary tank as shown in Table 101. The indicator should read "0". Make
adjustments as required in accordance with the previous Step.
(21) Rotate the TEST FUNCTION switch to CAP SIM CAL (NORMAL SYS).
(22) The indicator should read the maximum value for a full tank (1637 lbs.). Make adjustments with
the F/FULL adjustment as required.
(23) Set the test set to a nominal full capacitance value for the main tank as shown in Table 101.
NOTE: Check the airframe log for an empty tank value and, if available, use that value in
place of the value shown in Table 101.

(25) The indicator should read 1600 lbs.
NOTE: Recheck the empty and full adjustments made to the indicator to ensure accurate
calibration.
(26) Place test set ON/OFF switch in the OFF position.

(27) Turn the battery master switch OFF.
(28) Open the appropriate fuel quantity circuit breakers.
(29) Disconnect the test set from the airplane's system.
(30) Restore the airplane to its original configuration.
J. Fuel Quantity Probe Bench Check
Should a fuel quantity probe become suspect as a result of the preceding checks, the following bench
check procedure must be performed on the probe prior to returning the probe to Textron Aviation Inc.
(1) Ensure that the ON/OFF switch on the test set is in the OFF position.
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(2) Rotate the TEST FUNCTION selector to PROBES.

(4) Place the 200 (pF)/1000 (pF) switch to 200 (pF).
(5) Connect the fuel probe adapter (3, Table 1, 28-00-00) to the PROBES socket on the test set.
(6) Connect the color coded leads from the adapter to the matching color and threads of the probe
terminals as follows: L-YELLOW(10-32), S-RED (8-32), R-GREEN (6-32). Connect the ground
clip to the flange of the probe and place the shorting switch in the YES position.
NOTE: The grounding clip is not used when testing and integral tank probe that does not
have a flange. The shorting switch is still placed in the YES position.
(7) Place the ON/OFF switch on the test set in the ON position.
(8) P ress the PRESS TO READ CAP(pF) push button to read the probe capacitance on the LCD
allowing sufficient time for the LCD to stabilize.
(9) The probe capacitance value must be within the tolerance as specified, by part number in Table
102.
(10) If the probe capacitance is not within tolerance, the probe should be replaced.
(11) Rotate the TEST FUNCTION selector to IND AMP.
(12) Place the INSULATION/SYSTEM switch in the IN nS position.
(14) Rotate the INS TEST POINT selector to LO-Z GND.
(15) Allow sufficient time for the LCD to stabilize: the LCD reading must be less than 50 nS.
(16) Rotate the INS TEST POINT selector to each of the remaining position allowing sufficient time
for the LCD to stabilize in each position: all readings must be less than 50 nS except in the
SIG/RTN position which will display and overrange indication (1---).
(17) Should any of the preceding indications be inconsistent with the expected results, the probe
should be replaced.
(18) Place the ON/OFF switch on the test set in the OFF position and disconnect the test set adapter
from the probe.
K. Low Fuel Quantity Warning - Troubleshooting
Should the low fuel quantity indicating system fail to test correctly or should the annunciators illuminate
falsely, a complete check of the system wiring is indicated. Removal of the sensors from the tanks
will necessitate defueling the airplane (Chapter 12-10-00). Once the technician is satisfied as to the
integrity of the system wiring, the fault may be assumed to be in the sensor, and the inoperative sensor
may be replaced according to the procedure under FUEL QUANTITY INDICATING - MAINTENANCE
PRACTICES.
NOTE: No adjustments or repairs can be made to the sensor; therefore, an improperly operating
sensor must be replaced.
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FUEL QUANTITY INDICATING - MAINTENANCE PRACTICES
1. Fuel Probe
CAUTION: Refer to fuel handling safety information in Chapter 12-10-00 before

performing any maintenance operations on the fuel system.
A. Removal
(1) Drain the fuel from the airplane as described in Chapter 12-10-00.
CAUTION: Do not remove or attempt to remove any of the lower wing access
panels until it is certain that all fuel has been drained from the wings!
(3) Remove the appropriate access cover that allows access to the probe that is to be removed
(Ref. Figure 201). Refer to FUEL TANK ACCESS PANEL REMOVAL in 28-20-00.
(4) Unsnap and loosen the clamps securing the probe to the mounting brackets.
(5) Disconnect the electrical harness attached to the probe terminal block.
(6) Remove the probe from the tank.
B. Installation
CAUTION: Handle the fuel quantity probe carefully. Damage to the surface of the
probe may destroy the accuracy.
(1) Connect the wiring to the fuel probe terminal block (Ref. Figure 201).
(2) Position the probe in the mounting bracket clamps.
(3) Assure that the clamps are in position around the probe collars and lock the clamp levers.
(4) Install the access cover with a new packing as described under FUEL TANK ACCESS PANEL
(5) Perform EMPTY TANKS CALIBRATION (PREFERRED PROCEDURE) or FULL TANKS
CALIBRATION (ALTERNATE PROCEDURE ONLY) in 28-40-00, 101.
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Fuel Quantity Probe Installation

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FUEL LEVEL SENSORS - MAINTENANCE PRACTICES
1. Fuel Level Sensor

A. Removal
The low fuel quantity sensors are located in the inboard wall of the main fuel tank.
(1) Drain all fuel from the airplane (Ref. Chapter 12-10-00).
(2) Perform REMOVING GROUND POWER procedure (Ref. Chapter 24-40-00).
NOTE: The main tank sensor (Forward Detail B), which operates the L FUEL QTY or R
FUEL QTY annunciator, may be accessed by removing the lower panel of the
leading edge cover panel 531AB/631AB (Ref. Chapter 6-50-00). The collector tank
sensor (Aft Detail B), which operates the L COL TANK LOW or R COL TANK LOW
annunciator, may be reached through the wheel well about even with wing access
panel 532AB/632AB (Ref. Figure 201).
(4) Disconnect the electrical plug from the sensor.
CAUTION: HANDLE THE SENSOR CAREFULLY; IF THE PRISM IS

DAMAGED, THE SENSOR WILL NOT OPERATE.
(5) Remove the bolts and washers from the sensor and remove the sensor from the tank. If the tank
is to be open for an extended period, cover the sensor port to prevent any contaminants from
entering the tank.
B. Installation
CAUTION: HANDLE THE SENSOR CAREFULLY; IF THE PRISM IS DAMAGED,

THE SENSOR WILL NOT OPERATE.
NOTE: Install an AN960-10L washer under the head of each attaching bolt and a NAS1598-3R
washer (lubricated with petroleum jelly) under each AN960-10L washer.
(1) Position the sensor and new gasket in the fuel tank and install the attaching bolts and washers
(Ref. Figure 201).
(2) Torque the bolts to a value of 20 to 30 inch-pounds.
(3) Connect the electrical harness to the sensor.
(4) Refuel the airplane and carefully check the installation for leaks and seepage.
(5) Install the lower panel of the leading edge cover, if removed for access to the forward sensor.
C. Functional Test
(1) Perform the FUEL LEVEL SENSOR REMOVAL procedure in this section.
(2) Connect the electrical connector to the fuel level sensor.
(4) Perform APPLYING GROUND POWER procedure (Ref. Chapter 24-40-00).
(7) Position one person in the flight compartment and one at the fuel level sensor.
(8) Observe the affected annunciator is illuminated (i.e. L FUEL QTY, R FUEL QTY, L COL TANK
LOW or R COL TANK LOW).
NOTE: The container should be a solid container that will block light with a lid that has a
suitable hole that will allow just the sensor to fit.
(9) Submerge the sensor into a container with at least two inches of fuel.
(10) The annunciator should extinguish within a few seconds.
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(11) With the sensor submerged, press and hold the PRESS TO TEST switch on the annunciator.
The annunciator should illuminate within a few seconds.
(12) Release the PRESS TO TEST switch. The annunciator should extinguish within a few seconds.
(13) While observing the annunciator remove the sensor from the container. The annunciator should
illuminate within a few seconds.
(14) If any of the above requirements are not met, troubleshoot the system.
(15) If all the above checks are satisfactory perform the FUEL LEVEL SENSOR INSTALLATION
(16) Select the EXT PWR switch to the off position.
2. Liquid Level Indicator

A. Removal
The liquid level indicators are located in each wing lower skin surface just inboard of WS 249.75 and
just outboard of WS 209.16 (Ref. Figure 201).
(1) Drain all fuel from the airplane (Ref. Chapter 12-10-00).
(2) Remove the fuel tank access panel closest to the liquid level indicator to be removed (Ref. 28-
20-00 FUEL TANK ACCESS PANEL REMOVAL).
(3) Remove the nut and washer from the liquid level indicator on the inside of the fuel tank (Ref.
Figure 201).
(4) Carefully pull the indicator from the opening in the lower wing surface.
B. Installation
(1) Apply a thin film of sealer, (1, Table 2, 28-00-00) to the flange and around the shoulder of the
liquid level indicator and insert the indicator into the opening in the lower wing surface (Ref.
Figure 201).
(2) Install the washer and nut on the indicator inside of the tank and tighten the sensor into place.
(3) Perform FUEL TANK ACCESS PANEL INSTALLATION (Ref. 28-20-00).
(4) Perform EMPTY TANKS CALIBRATION (PREFERRED PROCEDURE) or FULL TANKS
CALIBRATION (ALTERNATE PROCEDURE ONLY) in 28-40-00, 101.
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Fuel Level Sensor Installation

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FUEL CONTROL PANEL - MAINTENANCE PRACTICES
1. Fuel Control Panel Section and Component

A. Removal
The fuel control panel is located in the left sidewall of the flight compartment, just below the side
windows.
(2) Remove the screws which secure the appropriate edgelite panel to the fuel control panel and
remove the edgelite panel (Ref. Figure 201).
(3) Remove the three screws at the top of the fuel control panel and tip the top of the panel inward
away from the sidewall.
CAUTION: Prior to removing the electrical connectors, ensure that they are
properly identified. Should the two gage connectors be reversed,
the quantity readings will be for the opposite tanks.
(4) Disconnect all of the electrical connections from the back of the component to be removed.
(5) Remove the jam nut, fasteners or screws that secure the component to the panel and remove
the component.
B. Installation
(1) Position the component to the back of the fuel control panel and secure it from the front with the
jam nut, fastener or screws (Ref. Figure 201).
CAUTION: Prior to connecting the electrical connectors, ensure that they are
properly identified. Reversing the connectors will result in quantity
readings from the opposite tanks.
(2) Connect the electrical connections to the back of the component.
(3) Position the fuel control panel in the sidewall and secure it with its three attaching screws.
(4) Install the edgelite panel and secure it with the attaching screws.
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Fuel Control Panel

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CHAPTER
30
ICE AND RAIN
PROTECTION
BEECHCRAFT®
MAINTENANCE MANUAL

30-Title Page 1
30-00-00 Pages 1-20 May 1/2019
30-01-00 Page 1 May 1/2019
30-10-00 Pages 1-2 May 1/2019
30-10-00 Pages 101-102 May 1/2019
30-10-00 Pages 201-214 May 1/2019
30-20-00 Pages 1-2 May 1/2019
30-20-00 Pages 201-203 May 1/2019
30-30-00 Pages 1-2 May 1/2019
30-40-00 Page 1 May 1/2019
30-40-00 Pages 201-205 May 1/2019
30-60-00 Pages 1-3 May 1/2019
30-60-00 Pages 101-105 May 1/2019
30-60-00 Pages 201-212 May 1/2019

MAINTENANCE MANUAL

Temporary Revision
Number
BEECHCRAFT®
MAINTENANCE MANUAL
CONTENTS
ICE AND RAIN PROTECTION - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-00-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-00-00 Page 1
BRAKE DEICE - DESCRIPTION AND OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-01-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-01-00 Page 1
AIRFOIL - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-10-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-10-00 Page 1
AIRFOIL - TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-10-00 Page 101
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-10-00 Page 101
AIRFOIL - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-10-00 Page 201
Surface Deicer Boot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-10-00 Page 201
Surface Deicer Fast Boots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-10-00 Page 204
Test Control Strips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-10-00 Page 204
Stall Strip. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-10-00 Page 207
Surface Deicer Boot Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-10-00 Page 209
Surface Deicer Operational Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-10-00 Page 213
AIR INTAKES - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-20-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-20-00 Page 1
AIR INTAKES - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-20-00 Page 201
Anti-Ice Lip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-20-00 Page 201
Engine Inertial Anti-Icing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-20-00 Page 201
PITOT AND STATIC - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-30-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-30-00 Page 1
WINDOWS AND WINDSHIELDS - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . 30-40-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-40-00 Page 1
WINDOWS AND WINDSHIELDS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . 30-40-00 Page 201
Windshield Heating Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-40-00 Page 201
Windshield Wiper Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-40-00 Page 201
Windshield Wiper Converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-40-00 Page 201
Windshield Wiper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-40-00 Page 203
PROPELLERS - DESCRIPTION AND OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-60-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-60-00 Page 1
PROPELLERS - TROUBLESHOOTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-60-00 Page 101
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-60-00 Page 101
PROPELLERS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-60-00 Page 201
Prop AMP INDICATOR (Ammeter). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-60-00 Page 201
Propeller Deicer Boot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-60-00 Page 201
Propeller Deice Brush . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-60-00 Page 201
Brush Block Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-60-00 Page 202
Checks/Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-60-00 Page 208
Slip Ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-60-00 Page 209
Propeller Deicer System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-60-00 Page 210
Propeller Boot Erosion Tape . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-60-00 Page 211
BEECHCRAFT®
MAINTENANCE MANUAL
ICE AND RAIN PROTECTION - GENERAL
1. General
A. Description
(1) The airplane is equipped with a variety of ice and rain protection systems that can be utilized
during inclement weather. Electrical heating elements embedded in the windshield provide
adequate protection against the formation of ice while air from the cabin heating systems
prevents fogging to ensure visibility during operation under icing conditions. Heavy duty
windshield wipers for both the pilot and copilot provide further visibility during rainy flight
conditions. Pneumatic deicer boots on the wings, the stabilons, the tail-lets and the horizontal
stabilizers prevent the formation of ice during flight. Regulated bleed air pressure and vacuum
are cycled to the pneumatic boots for the inflation-deflation cycle. The selector switch that
controls the system permits automatic single cycle operation or manual operation.
(2) Ice protection for the engine is provided by an inertial separation anti-icer system utilizing
moveable vanes operated by an electric actuator for each engine. Each inertial ice vane
actuator contains a main and a standby motor to which power is supplied through individual
5-ampere circuit breakers located in the Lower Forward Electrical Equipment Panel beneath
the center aisle floorboard just aft of the flight compartment. When icing conditions are
encountered, the moveable vanes are repositioned in the inlet airstream to induce an abrupt
turn in the airflow before entering the engine plenum. The heavy ice-laden air is then discharged
overboard through a bypass duct in the lower cowling at the aft end of the air duct while directing
the lighter ice-free air into the engine plenum. The lip around each engine air inlet is heated
by hot exhaust gases to prevent the formation of ice. This system is operational anytime the
engine is running. The propellers are protected against icing by electrothermal boots on each
blade that automatically cycle upon actuation. Heat from the boots reduces the grip of the ice,
which is then removed by the centrifugal effect of propeller rotation and the blast of the stream.
(3) Engine bleed air is routed by a hose through a solenoid-operated shutoff valve to a distributor
manifold that directs the hot air to the brakes for deicing.
(4) A heating element in each pitot mast and alternate static button prevents them from becoming
clogged with ice. The heating elements are connected into the airplane electrical system. Two
circuit breaker switches on the left subpanel control the heating elements.
(5) The fuel vents located in the wing tips are protected from freeze-up by a switch-controlled heater.
Switches for the system are located on the pilot's inboard subpanel. Power for the heated fuel
vents is supplied through 5-ampere circuit breakers located in the Lower Forward Electrical
Equipment Panel beneath the center aisle floorboard just aft of the flight compartment.
(6) The stall warning transducer is protected from freeze-up by a stall warning heat sensor control
relay and a 15-ampere circuit breaker located in the lower forward electrical equipment panel
beneath the center aisle floorboard just aft of the flight compartment. Refer to Chapter 27-31-00.
B. Special Tools and Recommended Materials
(1) The special tools and recommended materials listed in Tables 1 and 2 as meeting federal,
military or supplier specifications are provided for reference only and are not specifically required
by Textron Aviation Inc. Any product conforming to the specification listed may be used. The
products included in these Tables have been tested and approved for aviation usage by Textron
Aviation Inc., by the supplier, or by compliance with the applicable specification. Generic or
locally manufactured products which conform to the requirements of the specification may be
used even though not included in the Tables. Only the basic number of each specification is
listed. No attempt has been made to update the listing to the latest revision. It is the responsibility
of the technician or mechanic to determine the current revision of the applicable specification
prior to usage of the product listed. This can be done by contacting the supplier of the product
to be used.
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1. Spray Gun Binks No. 7 with No. 63 Binks Mfg. Co., 9201 W. Spray adhesive on deicer
head or Belmont Ave., Franklin boots.
Part, IL 60131
2. Spray Gun DeVilbiss JGA 75X DeVilbiss Co., 300 Spray adhesive on deicer
Phillips Ave., Toledo, OH boots.
43692
3. Rubber Roller Obtain locally Rolling deicer boots to
(2-inches wide) remove air bubbles.
4. Narrow Steel Obtain locally Rolling down patches on
Stitcher Roller deicer boots.
5. Spring Scale Obtain locally Pulling test strips.
6. Wrench XW20509 Alco Controls Corp., Box Adjust windshield wiper
12700, St. Louis, MO arm tension.
63141
7. No. 4 Ford Cup Obtain locally Mixing deicer boot
adhesive.

2. Metal Cleaner Turco Metal-Glo No. 7. Turco Products, 24600 S.
Main, Los Angeles, CA
90746
3. Adhesive EC-1300L Minnesota Mining Mfg.
Co., St. Paul, MN 55144
4. Solvent TT-N-95 Type II Naphtha Obtain locally
5. Sealing EC-801-A1/2 Minnesota Mining Mfg.
Compound Co., St. Paul, MN 55144
6. Rubber Protector MIL-P-11502E Age Master No. 1 B.F. Goodrich, Akron, OH
44311
7. Compound Icex B.F. Goodrich, Akron, OH
44311
8. Isopropyl Alcohol TT-I-735 Obtain locally.
9. Solvent O-T-634 Trichloroethane Obtain locally.
10. Cement A56B B.F. Goodrich, Akron, OH
44311
11. Patch Kit Kit 74-451-C or Kit B.F. Goodrich, Akron, OH
74-451-H or Kit 74-451-P 44311
12. Solvent TT-T-548 Toluol Obtain locally
13. Solvent O-A-51 Acetone Obtain locally
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14. Cement, General MIL-A-1154 EC1403 Minnesota Mining and
55144
15. Solvent CRC-2-26 Corrosion Reaction
Consultants Inc., Limekin
Pike, Dresher, PA 19205
16. Grease MIL-G-23827 Supermil Grease A72823 American Oil Co., 165
Canal, Chicago, IL 60606
07936
Aeroshell Grease 7 Shell Oil Co., 1 Shell
Plaza, Houston, TX
77001
BP Aero Grease 31B BP Trading Ltd., Moore
Ln., Britannic House,
London E.C. 2 England
Castrolease A1 Castrol Oils Inc., Newark,
NJ 07105
17. Deleted
18. Cement A1503B/A1343B B.F. Goodrich, Akron, OH
44311
19. Fuel Barrier A-851-B B.F. Goodrich, Akron, OH
Cement 44311
20. Silverbraze QQ-B-654 Handy and Harmon Obtain locally
Braze 650
21. Sealant Hexcel 3149 Hexcel Corp.,
Chatsworth, CA
22. Edge Sealer Kit 74-451-K B.F. Goodrich, Akron, OH
KE-7804/KE- 44311
7005
23. Resurfacing Kit 74-451L B.F. Goodrich, Akron, OH
44311
24. Edge Sealer Kit 74-451-T B.F. Goodrich, Akron, OH
(Tape Kit) 44311
25. Cement Primer Bostic 1007P United Shoe Machinery
Corp., B.B. Chemical
Div., 784 Memorial Dr.,
Cambridge, MA 02138
26. Coating MIL-C-5541 Alodine 1200 Amchem Products Inc.
Spring Garden St.,
Ambler, PA 19002
27. Scour Pad Scotch-Brite Minnesota Mining and
55144
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28. Erosion Tape 8672 Minnesota Mining and
55144
29. Adhesive Combi-Bond Richwood Industries, Inc.
P.O. Box 1298 707 West
7th Street Huntington,
WV. 25714
30. Pin Hole Repair 74-451-AE B.F. Goodrich, Akron, OH
Kit 44311
31. Adhesive Scotch-Weld 1300L Minnesota Mining and
55144
C. Electrical Components
The following (Figure 1, Figure 2, Figure 3, Figure 4, Figure 5, Figure 6, Figure 7, Figure 8, Figure
9, Figure 10, Figure 11, and Figure 12) are illustrations depicting typical electrical panels used in this
airplane. The actual location of components may vary slightly on each individual airplane because of
optional equipment. Large arrows have been placed on each illustration to aid in locating the electrical
components applicable to this chapter.
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Pilot's RH Subpanel
Figure 1 (Sheet 1)
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Pilot's LH Sub Panel

Figure 2 (Sheet 1)
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RH Circuit Breaker Panel (Typical)

Figure 3 (Sheet 1)
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MAINTENANCE MANUAL
Overhead Control Panel

Figure 4 (Sheet 1)
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Center Lower Cabin Electrical Equipment

Figure 5 (Sheet 1)
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MAINTENANCE MANUAL
Center Section Lower Cabin PCB Panel

Figure 6 (Sheet 1)
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MAINTENANCE MANUAL
LH Nacelle Electrical Power DIstribution Panel

Figure 7 (Sheet 1)
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Figure 7 (Sheet 2)
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Figure 8 (Sheet 1)
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Figure 8 (Sheet 2)
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Lower Forward Cabin Electrical Equipment Panel (Typical)

Figure 9 (Sheet 1)
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Figure 9 (Sheet 2)
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Figure 9 (Sheet 3)
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Left Forward Pressure Bulkhead Electrical Equipment Panel

Figure 10 (Sheet 1)
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Right Forward Pressure Bulkhead Electrical Equipment Panel

Figure 11 (Sheet 1)
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Caution/Advisory Annunciator
Figure 12 (Sheet 1)
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BRAKE DEICE - DESCRIPTION AND OPERATION
1. General
A. The heated air for brake deicing is supplied by bleeding air from the compressor of each engine. This
engine bleed air is routed by a line on the left side of each nacelle to a solenoid-operated shutoff valve
in the center of the firewall. From the shutoff valve, bleed air is routed through a hose secured to the
aft side of the landing gear strut and down to a distributor manifold attached to the two bottom bolts
in the piston and axle assembly. The bleed air is directed to the brake for each wheel through orifices
around the circumference of each ring of the distributor manifold.
B. The brake deice system is controlled by an ON-OFF toggle switch mounted on the subpanel to the
right of the pilot's control column. When this switch is placed in the ON position, power from the
airplane electrical system is supplied through a 5-ampere circuit breaker in the copilot's sidepanel to
a control module located under the center aisle floorboard at Fuselage Station 213.25, in line with the
first cabin window. This module supplies current to open the solenoid shutoff valves in each wheel
well, allowing the hot bleed air to enter the distributor manifold for diffusion through the orifices to deice
the brakes. A switch on the bottom of each solenoid simultaneously provides a signal to illuminate
the green L BK DEICE ON and R BK DEICE ON annunciator lights. The annunciator panel lights
are located forward of the pedestal in the center of the subpanel. If the airplane takes off without the
control switch for the brake deice system having been switched OFF, a circuit is completed through
the uplock switch to a timing circuit in the control module when the main landing gears reach the up
and locked position. This timing circuit will cycle the deice system off after 10 minutes of operation,
thereby closing the solenoid valve in the wheel well to shut off the flow of bleed air to the brakes so
that adjacent components in the wheel well will incur no damage through overheating. Should the
bleed air pressure-activated tubes melt, LH and RH overheat pressure switches provide a signal to
illuminate the amber L BK DI OVHT and R BK DI OVHT lights in the annunciator panel. The system
cannot be activated until the landing gear is cycled from the up and locked position. Refer to Chapter
32-42-00 for removal and installation procedures of the brake deicer.
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AIRFOIL - DESCRIPTION AND OPERATION
1. General
A. Surface Deicer System
(1) The deicer and vacuum system is operated with pressure obtained by tapping off bleed air from
the engine compressors. This air is routed through a regulator valve that is set to maintain the
pressure required to inflate the deicer boots on the leading edge of each wing, the stabilons, the
taillets, and the horizontal stabilizers. To assure operation of the system should one engine fail,
a check valve is incorporated in the bleed air line from each engine to prevent the escape of air
pressure into the chamber of the inoperative compressor. The bleed air from the engine is also
routed through an ejector that employs the venturi effect to produce vacuum for deflation of the
deicer boots and operation of the instruments (Ref Figure 1).
(2) The inflation and deflation phases of the surface deicer system operation are controlled by
means of a distributor valve. The deicer system is actuated by a three-way toggle switch on
the LH inboard subpanel, placarded SURFACE DEICE - SINGLE - MANUAL. The SURFACE
DEICE switch is spring-loaded to return to the OFF position from either the MANUAL or
SINGLE cycle position. When the switch is pushed to the SINGLE cycle position, one complete
cycle of deicer operation automatically follows as the distributor valves open to inflate the
deicer boots. The outboard wing deicer boots inflate during the first six second inflation period.
A timer relay then switches the distributor to deflate the outboard wing boots and inflate the
center section, stabilons, taillets, and horizontal stabilizer deicer boots during the second six
second inflation period. After the inflation period, the timer relay switches the distributor valves
to OFF, or VACUUM position for deflation of the deicer boots. Pressure switches located in the
inboard and outboard wing areas and the tail area of the deice system sense the application of
pressure. When proper pressure is sensed in these areas, the INBD WG DEICE, TAIL DEICE,
or OUTBD WG DEICE, annunciator lights will illuminate during the deice cycle to show proper
operation of the system. When the switch is pushed to the MANUAL position, all the boots will
inflate and will continue to hold in the inflated positions as long as the switch is held in position.
Upon release of the switch, the distributor valve returns to the OFF position, and the deicer
boots remain deflated until the switch is actuated again.
(3) The deicer system on this airplane is equipped with a combination vacuum and pressure line
from a central distributor valve to provide pressure for inflation and vacuum for deflation of the
boots.
(4) The vacuum line for the instruments is routed through a suction relief valve that is designed to
admit into the system the amount of air required to reduce venturi vacuum sufficiently for proper
operation of the instruments.
CAUTION: Do not operate the deicer boots below -40° F. Exceeding this limit
can result in permanent damage to the deicers.
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Surface Deice System

Figure 1 (Sheet 1)
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AIRFOIL - TROUBLESHOOTING
1. General
Table 101. SURFACE DEICER SYSTEM

1. Lack of adequate a. Clogged lines. a. Clean out lines.
vacuum to deflate boots
completely.
b. Leaking lines. b. Repair or replace lines as
required.
c. Pressure regulator valve c. Adjust per Chapter 36-00-00 or
is malfunctioning or needs replace as required.
adjustment.
d. Vacuum regulator valve d. Adjust per Chapter 37-00-00 or
is malfunctioning or needs replace as required.
adjustment.
e. Distributor valve is e. Replace valve.
malfunctioning.
2. Lack of adequate air a. Clogged lines. a. Clean out lines.
pressure to inflate boots
completely.
b. Leaking lines. b. Repair or replace lines as
required.
c. Pressure regulator valve needs c. Adjust per Chapter 36-00-00 or
adjustment. replace as required.
d. Distributor valve is d. Replace valve.
malfunctioning.
3. Boots fail to inflate with a. Tripped or malfunctioning circuit a. Reset circuit breaker and check
switch in either SINGLE or breaker. circuit as required.
MANUAL position.
4. Boots fail to inflate with a. Malfunctioning surface deice a. Replace PCB assembly.
switch in SINGLE position. control PCB assembly.
5. Boots inflate with switch a. Malfunctioning surface deice a. Replace PCB assembly.
in SINGLE position, but control PCB assembly.
deflate instantaneously
when the spring-loaded
switch returns to off
position.
6. Boots fail to inflate over 12 a. Malfunctioning surface deice a. Replace PCB assembly.
to 15 seconds with switch PCB assembly.
in SINGLE position.
7. Boots inflation time either a. Malfunctioning surface deice a. Replace PCB assembly.
more or less than 5 to 8 PCB assembly.
seconds with switch in
SINGLE position.
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Table 101. SURFACE DEICER SYSTEM (continued)

8. Gage pressure below a. Gage malfunctioning. a. Replace gage as required.
normal.
b. Leakage in lines. b. Repair or replace as required.
c. Pressure regulator valve needs c. Adjust per Chapter 36-00-00 or
readjustment or is malfunctioning. replace as required.
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AIRFOIL - MAINTENANCE PRACTICES
1. Surface Deicer Boot

A. Servicing
Check the surface of the deicer boots for indications of engine oil after servicing and at the end of
each flight. Remove any oil spots with a mild detergent soap and water solution. Exercise care during
cleaning to avoid scrubbing the surface of the boots, as this will tend to remove the special Icex
application. It should also be remembered during servicing of the airplane that the deicer boots are
made of soft flexible stock, which may be damaged if refueling hoses are dragged over the surface
of the boots, or if ladders and platforms are rested against them.
B. Removal
CAUTION: Check the part identification of the deicer boot before using methyl propyl
ketone on the deicer boot. Should the boot be labeled ESTANE (on
airplanes UE-1 thru UE-51), use toluol (12, Table 2, 30-00-00) on the
boot. DO NOT ALLOW METHYL PROPYL KETONE TO CONTACT
ESTANE BOOTS.
(1) Starting at one corner of the upper trailing edge of the boot, soften the adhesion line with solvent
(12, Table 2, 30-00-00) on Estane boots (airplanes UE-1 thru UE-51) or solvent (1, Table 2,
30-00-00) on neoprene boots (airplanes UE-1 and After).
(2) Apply a minimum amount of solvent to the seam line while carefully applying tension to peel
back the boot.
(3) Using a brush or trigger-type oil can to apply solvent, separate the boot from the leading edge
for a chordwise distance of four inches across the upper trailing edge.
NOTE: The separated area between the boot and leading edge will act as a reservoir for
the solvent; consequently, the boot may be pulled forward with uniform tension.
(4) From the centerline of the leading edge, continue to apply solvent while tension is being applied
to undercut the adhesive until the boot is removed.
(5) Thoroughly clean all adhesive from the leading edge with clean, grease-free cloths dampened
with solvent (1, Table 2, 30-00-00).
C. Installation
When installing boots over a primed or painted surface, the following procedures should be used:
CAUTION: Check the part identification of the deicer boot before using methyl
propyl ketone on the deicer boot. Should the boot be labeled ESTANE
(airplanes UE-1 thru UE-51), use toluol (12, Table 2, 30-00-00) on the
boot. DO NOT ALLOW METHYL PROPYL KETONE TO CONTACT
ESTANE BOOTS.
(1) With 3/4-inch masking tape, mask off the area to be covered by the boot, allowing 1/2 to 3/4-inch
margin beyond the actual area. Mask off accurately to avoid unnecessary clean up of excess
adhesive.
WARNING: Confirm that the airplane is electrically grounded to prevent

static sparks which could ignite solvent vapors.
(2) Clean the area to be covered by the boot with a clean, grease-free cloth dampened with solvent
(1, Table 2, 30-00-00). Change cloths frequently, and never dip a used cloth in a clean supply
of solvent (1, Table 2, 30-00-00).
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(3) In bare areas where primer may have pulled off when the boot was removed, scour surface with
a scour pad (27, Table 2, 30-00-00) and then treat the metal with coating (26, Table 2, 30-00-00)
and apply cement primer (25, Table 2, 30-00-00). On epoxy primed metal, use a scour pad (27,
Table 2, 30-00-00) or a 320 grit sandpaper to remove the gloss. Do not sand through the primer.
Use clean solvent dampened cloth to remove sanding particles per above.
(4) Clean the metal surface with a clean cloth dampened with solvent (1, Table 2, 30-00-00), then
quickly wipe the surface dry with a clean, grease-free dry cloth.
(5) Carefully clean the rough back surface of the boot at least twice with a clean, grease-free cloth
moistened with solvent (1, Table 2, 30-00-00) for neoprene boots or solvent (12, Table 2, 30-00-
00) for Estane boots. Change cloths frequently to avoid recontaminating the cleaned areas. Do
not saturate the back surface too heavily with solvent or scrub repeatedly. Allow to dry thoroughly
before cementing.
NOTE: If the finish on the back of the boot is smooth, mechanically roughen the bonding
surface slightly before cleaning.
(6) Prepare test strips as instructed under the heading, TEST CONTROL STRIPS.
(7) Open the container and thoroughly stir the adhesive (3 or 14, Table 2, 30-00-00) with a clean
stick. Do not attempt to use adhesive that has jelled too much to drip from the stick.
NOTE: Do not apply adhesive at temperatures below 50°F or at a relative humidity above
90%, or under extremely dusty conditions. The following table will serve as a guide
for adhesive application:
Temperature in °F Drying Time In Minutes

Above 80° 30
60° to 80° 45
Below 60° 60
(8) The following method shall be used to apply the cement:
NOTE: Brushing to long in one area will cause the cement to roll or ball up. To facilitate
brushing, the EC-1300L (EC1403) adhesive may be thinned up to 10% with a 50/50
blend of MPK and toluol.
(a) Brush one even coat of adhesive (3 or 14, Table 2, 30-00-00) on both the deicer boot back
and the metal surface. After allowing the cement to dry, stir cement and apply a second
even coat to both surfaces.
(b) Allow the second coat to dry for at least 30 minutes, preferably an hour, before installing
the deicer boot.
CAUTION: Extra care should be taken when applying adhesive to Estane

boots since the adhesive mixture contains methyl propyl
ketone.
(9) Securely attach hoses to the deicer boot connections without leaving fingerprints on the adhesive
side of the deicer boot. Have a sufficient number of personnel present to handle the boot
effectivity.
(10) Using a clean, lint-free cloth heavily moistened (but not dripping) with solvent (12, Table 2, 30-
00-00), reactivate the adhesive on the airfoil leading edge and boot in span wise strips about 6
inches wide and 24 inches long. Match the boot reference line to the line marked on the leading
edge, and roll the boot surface span wise along the leading edge with a 2-inch rubber roller (3,
Table 1, 30-00-00) to remove all air from between the adjoining surfaces. Rubbing the adhesive
surfaces excessively will remove some of the adhesive. If the boot is off course, carefully peel
back the boot, using a minimum amount of solvent (1, Table 2, 30-00-00) for neoprene boots or
solvent (12, Table 2, 30-00-00) for Estane boots, and reposition it properly.
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CAUTION: Do not allow excessive amounts of solvent to contact the boot; the
purpose of the solvent is to undercut the adhesive. If the adhesive
is removed from either the boot or leading edge, it must be replaced
and allowed to dry for 30 minutes minimum before continuing.
(11) Continue to activate the surfaces and roll on each top half and lower half of the boot in sequence.
Exerting pressure, use the 2-inch rubber roller on the entire surface of the boot parallel with the
inflatable tubes, and use the narrow steel stitcher roller on the trailing edge. Take care to avoid
entrapping air throughout the rolling operation. If an air blister does occur, carefully remove the
boot, using a brush dipped in solvent (1, Table 2, 30-00-00) for neoprene boots or solvent (12,
Table 2, 30-00-00) for Estane boots, so that the air can escape, then press the surface down
until the adhesive surface seals.
(12) Using a sharp knife, trim the boot as required for proper fit. A 0.75-inch edge distance must be
maintained between the inflatable tube and the edge of the trim. After the trimming process has
been completed, roll the entire surface of the deicer boot.
(13) Cut out the wing deice boot around the stall warning transducer and any inspection plates which
fall beneath the boot installation to provide 0.02 to 0.06 inch of clearance around the perimeter
of the transducer or inspection plates.
(14) Carefully cut a 0.19-inch diameter hole in the deicer boot to match the drain hole in the wing
leading edge (Ref. Figure 201).
(15) Clean the area around the hole with solvent (12, Table 2, 30-00-00).
(16) Bond a new P/N 129-970000-3 grommet (scupper) to the deice boot over the drain hole with
cement (18, Table 2, 30-00-00) for estane boots or adhesive (31, Table 2, 30-00-00) for neoprene
boots (Ref. Figure 201).
(17) Remove all masking tape and clean excessive adhesive off with a clean white cloth dampened
with solvent (1, Table 2, 30-00-00) for neoprene boots or solvent (12, Table 2, 30-00-00) for
Estane boots, being careful not to allow the solvent to run under the edges of the boot.
(18) Perform an adhesion test of the test strips for boot adhesion acceptability as instructed under
the heading, TEST CONTROL STRIPS.
(19) Install masking tape approximately 1/4 inch around the boot for uniform straight lines, then seal
the edges of the boots as follows:
(a) For neoprene boots, seal all cut edges and trailing edges with sealing compound (5, Table
2, 30-00-00) and/or sealant (21, Table 2, 30-00-00).
(b) Remove the tape before the sealing compound cures.
(c) For Estane boots (wing break to wing tip boots only), seal all trim-outs and vertical splices
to the adjoining boot at the wing break with sealant (21, Table 2, 30-00-00). Mix 100 parts
of base to 40 parts of accelerator by weight to all trailing edges of the boots with Edge
Sealer Kit (22, Table 2, 30-00-00). This kit consists of part 1 KE-7804 base and part 2
KE-7005 accelerator (Mix 12 parts of KE-7804 base to 1 part of KE-7005 accelerator by
weight).
NOTE: Edge Sealer Kit (tape kit) (22, Table 2, 30-00-00) is also approved for use
on all Estane boots.
(d) Allow KE-7804 to cure for 24 hours before removing tape.

(20) The boots must not be operated until 48 hours after installation.
D. Shortened EC-1300L Drying Time for Standard Pneumatic Deicers and Stall Strips
NOTE: The following instructions are provided to supply relief from the 48 hours of drying time
recommended for EC-1300L adhesive on pneumatic deicers and stall strips. This applies
to the deicers with 1 1/4 inch or narrower tubes operating at 20 psi or less pressure.
The chart gives the reduced drying times after installation for the applicable pneumatic deicers and
stall strips (Ref. Figure 202). If stall strips only are being installed, the drying time indicated by the
chart is preferred, however it is permissible to operate the airplane after 4.5 hours drying time.
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If the deicers are flexed before 48 hours of drying time, the deicer boots and/or stall strips must be
checked for signs of lifting as soon as possible and be reinstalled or replaced if visible signs of lifting
are present.
CAUTION: Attempts to speed up drying time by applying heat externally through

the deicers or stall strips are not recommended since it is important for
the bondline to be at the indicated temperature. The deicers or stall
strips will insulate the bondline from the heat being applied through it,
and excess heat could cause deterioration of the deicers or stall strips.
NOTE: It is permissible to bake an installed deicer to achieve the temperature and humidity
required to shorten the drying time. If the leading edge is removable, it can be placed with
the deicer installed in a closed container with a heat source to achieve temperature and
humidity requirements. Temperature and humidity gages should be installed to confirm
temperature and humidity in the container during the drying time.
While the chart allows a reduction in drying time after installation, it is recommended that the
actual (reduced) drying time before inflation of the deicers be extended as much as
possible.
The following instructions are provided for using the shortened drying time chart:
(1) First determine the room temperature and humidity.
(2) Locate the point on the chart where the temperature (scale at the top of the chart) and humidity
(scale on the side of the chart) intercept.
(3) If the intercept point falls within the Installation Not Recommended area, do not install the deicers
or stall strips until the temperature and humidity conditions fall within the acceptable range or
the installation is moved to an area where the temperature and humidity is within the acceptable
range.
(4) If the intercept point falls within the 24-hour drying time area, allow 24 hours of drying time.
(5) If the intercept point falls within the middle area, read the recommended drying time by moving
straight down to the drying time scale (at the bottom of the chart). Allow at least the drying time
indicated by the chart before inflating the deicers.
2. Surface Deicer Fast Boots

A. Removal and Installation (Pressure Sensitive Adhesion)
For airplanes equipped with Kit 129-4029-1, or any combination of Fast Boots (Ref. Chapter 30 of the
Model 1900 Airliner Series Component Maintenance Manual and B. F. Goodrich Pneumatic Deicer
Installation and Removal Instructions; 30-10-70, latest revision).
3. Test Control Strips

Check deicer boot adhesion through the use of a test strip applied at the time of boot installation. Prepare
a 1-inch x 8-inch test strip from a full thickness piece of boot material (scrap or previously rejected boot
material). Prepare one adhesion test strip for each batch or mixture of adhesive used. Apply the test
strip in a convenient area adjacent to the boot. Prepare the metal and rubber surface area in the same
manner as prescribed for the boot installation.
NOTE: The test strip may be run on a separate aluminum panel made of the same alloy as the leading
edge skin. The same surface preparations and bonding requirements as previously stated
shall apply.
When applying the test strip, leave approximately an inch of one end free of adhesive for the purpose of
attaching a clamp for the adhesion test. Allow the strip to cure the same amount of time as allowed for
the boots (Ref. Figure 202).
A. Adhesion Test
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Drain Hole Grommet Installation

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EC-1300L Drying Time for Standard Pneumatic Deicers and Stall Strips
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Using a spring scale (5, Table 1, 30-00-00) attached to a clamp on the unbonded end of the test strip,
measure the force required to remove the strip at a rate of four inches per minute. The pull shall
be applied 180° to the surface (strip doubled back on itself). A minimum requirement of five pounds
tension shall be required to remove the test strip. In the event of test failure, perform the BOOT
ACCEPTABILITY procedure in this section.
If these adhesion requirements are met, the airplane may be flown after installation of the deicer boot;
however, if the deice boot is activated before the 48 hour set time, it must be inspected for any signs
of lifting or debonding at the next maintenance facility or within 10 hours.
B. Boot Acceptability
In the event of failure of test strip, acceptability shall be based on the following:
(1) Carefully loosen and lift one corner of the newly installed deicer boot sufficiently to attach a
clamp.
(2) Attach a spring scale (5, Table 1, 30-00-00) to the clamp and pull with a force 180° to the surface
in such a direction that the boot tends to be removed on a diagonal.
(3) If a force of five pounds per inch of width can be exerted under these conditions, the installation
is satisfactory.
(4) If these adhesion requirements are met, the airplane can be flown immediately. Do not inflate
the deicer boot within 48 hours after installation of the boot.
(5) Attach the boot corner (Ref. the SURFACE DEICER BOOT INSTALLATION procedure in this
section).
(6) If the deicer system is activated, the deicer boots must be inspected for any lifting or debonding
at the next base maintenance facility or within 10 hours, whichever occurs first.
(7) Failure of the boot to meet the above requirement necessitates complete removal and
reinstallation of the boot.
4. Stall Strip
A. Installation (Pressure Sensitive Adhesion)
Refer to Chapter 30 of the Model 1900 Airliner Series Component Maintenance Manual and B. F.
Goodrich publication 30-10-79, latest revision, for installation and removal procedures. Refer to the
STALL STRIP INSTALLATION procedure and Figure 203 in this section for installation locations.
B. Installation
The stall strips are 12 inches long and are located on top of the wing leading edge deice boots (Ref.
Figure 203). On the LH wing, the inboard edge of the stall strip is located 12 inches ±0.10 inch
outboard of WS 147.74. On the RH wing, the inboard edge of the stall strip is located 25 inches ±0.10
inch outboard of WS 147.74. The wing leading edge skin joint that exists at WS 147.74 may be used
to aid in location of the stall strips (Ref. Chapter 06-30-00).
NOTE: The radii used corners of the stall strip are to be next to the deice boot when installed.
(1) Clean the boot surface thoroughly, removing all old cement. Mask off the area where the new
stall strip is to be installed and wipe with solvent (12, Table 2, 30-00-00) on airplanes UE-1 thru
UE-51 with Estane boots or with solvent (1, Table 2, 30-00-00) on airplanes UE-1 and After with
neoprene boots.
(2) Scuff sand the bonding area of both the boot and the stall strip with 280 grit sandpaper. Clean
both areas.
(3) Bonding of stall strips on Estane boots:
Cement the stall strips to the deice boot with cement (18, Table 2, 30-00-00). Mix 32 parts of
A1503B (by weight) to one part of A1343B by (by weight). Brush (as evenly as possible) a coat
of the cement to dry approximately 15 minutes. Apply a second coat to the bonding surfaces
and allow to dry to a tacky film (approximately 2 to 5 minutes).
(4) Bonding of stall strips on neoprene boots:
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Attach the stall strips to the deice boot with a mixture of adhesive. Mix 1 part Combi-Bond
Hardener with 17 parts Combi-Bond Cold Bond Adhesive by weight (29, Table 2, 30-00-00).
Apply two coats of well mixed adhesive to both the stall strip and the area to be bonded, allowing
15 to 30 minutes (depending on temperature conditions) between each coat. Apply a second
coat to the bonding surfaces and allow to dry to a tacky film (approximately 8 to 12 minutes).
(5) Bonding of stall strips on neoprene boots (optional method):
This method may be used to install neoprene stall strips only. EC-1300L adhesive is not
compatible with estane material.
Attach the stall strip to the deice boot with adhesive (3, Table 2, 30-00-00). Brush one even coat
of adhesive on the bonding surfaces and allow it to dry. Apply a second coat on the bonding
surfaces and allow it to set for at least 30 minutes, preferably an hour.
(6) Install the stall strip, pressing it into place using a 2-inch wide rubber roller (3, Table 1, 30-00-00)
to assure maximum surface contact.
NOTE: Maintain positive pressure on the Stall Strip until cured. Allow the Combi-Bond
adhesive to cure 48 hours before inflating the deicer boots.
(7) Remove the masking tape immediately after installation and before the application times expires
on adhesive systems. Clean excess adhesive from around the stall strip.
(8) On Estane boots allow 24 hours setting time and on neoprene boots allow 48 hours (unless the
optional bonding method is used) before flying the airplane. If the optional bonding method is
used (Step (5)), refer to SHORTENED EC-1300L DRYING TIME FOR STANDARD PNEUMATIC
DEICERS AND STALL STRIPS.
NOTE: Always use the appropriate solvent for the boot being installed.
C. Surface Deicer Boot Age Master and Icex Application
CAUTION: Rubber Protector (6, Table 2, 30-00-00) is not to be used on Estane

boots.
Rubber protector (6, Table 2, 30-00-00) is a liquid that protects rubber products from ozone and
extends the life of these parts. Age Master No. 1 and Icex compound (7, Table 2, 30-00-00) products
of the BFGoodrich Company. Icex compound is a silicone-based material specifically compounded
to lower the strength of ice adhesion on the surfaces of deicer boots. Icex will not harm the boots
and offers added ozone protection. When properly applied and renewed at periodic intervals, Icex
provides a smooth, polished film that evens out microscopic irregularities on the rubber surfaces, so
that ice formations have less chance to cling and are removed faster and cleaner when the boots
are operated. The rubber protector (6, Table 2, 30-00-00) and compound (7, Table 2, 30-00-00) are
applied as follows:
(1) Wash the boot with mild soap and water. Thoroughly rinse the surface with clean water and
allow to dry.
(2) Isopropyl alcohol (8, Table 2, 30-00-00) may be used to remove substances which cannot be
removed using soap and water. However, the boot must be washed again with mild soap and
water, rinsed with clean water and allowed to dry.
(3) Apply masking tape adjacent to the boots to be treated to prevent staining.
CAUTION: To avoid the loss of vital components needed for the protective
agent to penetrate the rubber and to ensure fire safety precautions,
do not spray the rubber protector (6, Table 2, 30-00-00).
(4) Using a brush or three-inch trim roller or a two-inch by four-inch swab of lint-free cloth (wet but
not dripping), apply a heavy coat of rubber protector (6, Table 2, 30-00-00). Plastic or rubber
gloves should be used with the swab method to prevent staining the skin. Apply at a rate of
0.4 to 0.5 fluid ounces per square foot (130 to 160 ml. per square meter). Cover the surface
completely and evenly in uniform strokes.
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(5) Allow the first coat of rubber protector to dry from five to ten minutes.
NOTE: A minimum two coats of rubber protector is required for a complete treatment.
(6) Apply a second coat of the rubber protector as outlined in Step (4). Apply a total of 0.75 fluid
ounces per square foot (240 ml. per square meter) for effective protection. Allow the second
coat to dry 20 to 30 minutes before handling.
NOTE: After applying the second coat of rubber protector (6, Table 2, 30-00-00) to the
boot, let the coat dry for a minimum of 24 hours before applying compound (7,
Table 2, 30-00-00). Without further cleaning, apply the compound directly over the
rubber protector.
(7) Thin the compound (7, Table 2, 30-00-00) with solvent (9, Table 2, 30-00-00) to obtain a thin
coat for application.
(8) Use a clean cloth saturated with the thinned compound for application. Hand buff with a clean
cloth until a smooth glossy surface is obtained.
NOTE: Reapply both the rubber protector (6, Table 2, 30-00-00) and compound (7, Table 2,
30-00-00) every 150 flight hours.
5. Surface Deicer Boot Repairs
NOTE: Patch sizes can be trimmed to accommodate small areas, as long as the patch extends a
minimum of 1/2 inch beyond the damaged area on all sides.
To maintain the maximum functional efficiency of the surface deicer boots, the following limits are
allowed:
• For pin hole repair, use the pin hole repair kit (30, Table 2, 30-00-00). Refer to instructions provided
with kit for repair procedure.
• Pin hole repairs 1/16 in. or smaller - it is recommended that no more than 20 pin hole repairs are
made per 12" square or
• Small patches 1 1/4 in. x 2 1/2 in. - 3 patches per 12 inch square or
• Medium patches 2 1/2 in. x 5 in. - 2 patches per 12 inch square or
• Large patches 5 in. x 10 in. - 1 patch per 12 inch square or
• 2 small patches and 1 medium patch per 12 inch square.
• Replace any deicer that has a cut, tear or rupture greater then 3/4 inches in length.
A. Goodrich Pneumatic Deicer Patch Replacement
The following guidelines are recommended in assessing the need for immediate replacement of repair
patches on Goodrich pneumatic deicers (Ref. Figure 204).
(1) If the lifted (debonded) area of the patch results in loss of air at the site of the patch, the patch
should be replaced prior to the next flight.
(2) If the lifted (debonded) area of the patch extends more than 0.19 inch inward from the edge of
the patch, the patch should be replaced prior to the next flight.
(3) If the lifted (debonded) area of the patch extends less than 0.19 inch inward from the edge of
the patch and the patch is not leaking air, the patch should be replaced at the next available
maintenance opportunity.
B. Resurfacing Deicer Boots (Estane Only) (UE-1 thru UE-51)
Edge sealer Kit (22, Table 2, 30-00-00) is available for resurfacing of Estane boots. Refer to the
instructions provided with the kit for resurfacing of the boots.
C. Resurfacing Deicer Boots (Neoprene Only) (UE-1 and After)
Resurfacing Kit (23, Table 2, 30-00-00) is available for resurfacing of neoprene boots. Refer to the
instructions provided with the kit for resurfacing of the boots.
D. Scuff Damage
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This damage is the type most commonly encountered and generally will require no repair; however,
close visual inspection when the boots are cycled may expose deep scuffs and cuts. On those
occasions, if the entire ply surface (0.010 inch) has been removed, or if the boot is cut, patch the
damage. BFGoodrich Kit 74-451-C (for neoprene boots) or Kit 74-451-H (for Estane boots) contain
cold patches suitable for repairing the damaged area. Cold patch repairs can be made as follows:
(1) Clean the area around the damage with a clean, grease-free cloth dampened with solvent (12,
Table 2, 30-00-00) or unleaded gasoline.
(2) Using steel wool, buff the area around the damage so that it is moderately, but completely
roughened.
NOTE: A locally manufactured buffing shield, fabricated from any thin sheet material, will
assure a neater repair.
(3) Wipe the buffed area with a clean grease-free cloth dampened with solvent (12, Table 2, 30-00-
00) to remove loose particles.
(4) Select a repair patch which will extend at least 1/2 inch beyond the damaged area in all directions.
(5) Apply one even coat of No. 4 cement, provided in the repair kit, to the patch and the damaged
area. Allow the cement to dry until tacky.
(6) Apply the patch to the boot with an edge, or the center, adhering first. Work the patch down
carefully to avoid air pockets. Thoroughly roll the patch down with a stitcher roller.
NOTE: The patches are manufactured to stretch in one direction only. Be sure to cut and
apply the selected patch so that stretch is in the widthwise (chordwise) direction of
the inflatable tubes. The length of the patch shall run along the length of the tubes.
CAUTION: Check the part identification of the deicer boot before using solvent
(1, Table 2, 30-00-00) on the deicer boot. If the boot is labeled
ESTANE, use solvent (12, Table 2, 30-00-00) on the boot. DO
NOT ALLOW METHYL PROPYL KETONE TO CONTACT ESTANE
BOOTS.
(7) Allow the patch to set for 10 to 15 minutes, then clean the patch and surrounding area with a
clean cloth dampened with solvent (1, Table 2, 30-00-00) for neoprene boots or solvent (12,
Table 2, 30-00-00) for Estane boots.
(8) Satisfactory adhesion of the patch will be reached in about four hours; however, the boot may
be inflated to check the repair after a minimum of 30 minutes.
(9) Apply a smooth light coat of sealing compound (5, Table 2, 30-00-00) to seal and feather the
edges of the patch to the boot.
(10) After the cement and sealing compound has dried and cured, apply a thin coating of compound
(7, Table 2, 30-00-00) to the patch and surrounding area.
E. Tube Area Damage
Repair cuts, tears or ruptures to the tube area as follows:
(1) Clean the area around the damage with a clean, grease-free cloth dampened with solvent (12,
Table 2, 30-00-00) or unleaded gasoline.
(2) Buff the area around the damage with the buffing stick provided in the repair kit.
(3) Wipe the buffed area with a clean, grease-free cloth dampened with solvent (12, Table 2, 30-00-
00) to remove loose particles.
(4) Select a patch of ample size to cover the damaged area and extend at least 5/8 inch beyond the
ends and edges of the cut or tear.
NOTE: If none of the patches are the size required, cut a patch of the desired size from
one of the larger patches. If this is done, bevel the edges by cutting with shears
at an angle.
(5) Complete the installation of the patch as outlined in the paragraph SCUFF DAMAGE, Steps (4)
thru (10).
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F. Loose Surface Ply in Noninflatable Area

Using the repair kit, repair the damaged area as follows:
(1) Peel and trim the loose surface ply to a point where adhesion of the surface ply is good.
(2) Scrub (roughen) the area in which the surface ply is removed with steel wool. The scrubbing
motion must be parallel to the cut edge of the ply to prevent the ply from loosening.
(3) Scrub with steel wool and solvent (12, Table 2, 30-00-00) directly over and parallel to the edges
of the ply to ensure proper taper.
(4) Cut a piece of surface ply material large enough to cover the damaged area and extend at least
one inch beyond the damaged area in all directions.
(5) Mask off an area 1 1/2 inches larger in length and width than the size of the damaged area.
(6) Apply one even coat of No. 4 cement, provided in the repair kit, to the damaged area and the
surface ply material. Allow the cement to dry until tacky.
(7) Roll the surface ply to the deicer boot with a two-inch rubber roller, applying enough tension to
prevent wrinkling. If air blisters appear, remove with a hypodermic needle and roll the area.
(8) Remove the masking tape and complete the installation as outlined in the paragraph SCUFF
DAMAGE, Steps (7) thru (10).
G. Loose Surface Ply in Tube Area
Loose surface ply in the tube area is usually an indication of incipient flex failure. This type of failure
is easily detected as a blister under the surface ply when the boot is pressurized. If detected while
a small blister (1/4 to 3/8 inch in diameter) and immediately patched, service life of the boot will be
appreciably extended. Repair of this type damage is the same as SCUFF DAMAGE.
H. Fabric-Back-Ply Damage During Removal
If the adhesive from the leading edge skin has adhered to back surface of the boot, remove the
adhesive with steel wool and solvent (1, Table 2, 30-00-00) (for neoprene boots) or solvent (12, Table
2, 30-00-00) (for Estane boots). In spots where the coating has pulled off the fabric leaving bare fabric
exposed, apply at least two additional coats of adhesive (3, Table 2, 30-00-00). Allow each coat to
dry thoroughly.
6. Surface Deicer Operational Checks

A. Operational Check without the Engines Operating
(1) Remove panel 413L on the left engine (Ref. Chapter 6-50-00).
(2) Disconnect the flexible bleed air hose descending the left side of the engine from the bleed air
manifold inlet and install an AN818-16D cap on the fitting.
(3) Disconnect the fuel purge system line from the manifold fitting and connect a filtered air source
regulated to 90 to 100 psig.
(4) With external power applied to the airplane - turn battery switch ON.
(5) Select SURFACE DEICE switch to SINGLE (up and spring loaded to center) and verify the
OUTBD WG DEICE annunciator comes on.
(6) After approximately six seconds make sure that the OUTBD WG DEICE annunciator goes off
and the INBD WG DEICE and the TAIL DEICE annunciators both come on then the deicer boots
should deflate to the vacuum hold-down position.
(7) Select SURFACE DEICE switch to MANUAL (down and hold) and make sure that the OUBD
WG DEICE, INBD WG DEICE, and TAIL DEICE annunciators come on.
(8) Release the SURFACE DEICE switch to off (spring loaded to center). The deicer boots should
deflate to the vacuum hold-down position.
(9) Turn the battery switch OFF and remove external power.
(10) Disconnect the shop air and reconnect the bleed air and purge system lines that were removed
in step 2 and 3.
(11) Install panel 413L on the left engine (Ref. Chapter 6-50-00).
B. Operational Check with the Engines Operating
(1) With both engines operating at 70 to 80 percent N1 gas generator speed, Select the SURFACE
DEICE switch to SINGLE (up and spring loaded to center) and make sure the OUTBD WG
DEICE annunciator comes on.
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(2) After approximately six seconds make sure that the OUTBD WG DEICE annunciator goes out
and the INBD WG DEICE and the TAIL DEICE annunciators both come on.
(3) Select the SURFACE DEICE switch to MANUAL (down and hold) and make sure that the OUBD
WG DEICE, INBD WG DEICE, and TAIL DEICE annunciators come on.
(4) Release the SURFACE DEICE switch to off (spring loaded to center).
NOTE: During inflation, the pneumatic pressure gage should register approximately 18 psi.
(5) Release the deicer control switch and let it return to the OFF position.
NOTE: The deicer boots should deflate to the vacuum hold-down position.
(6) Repeat Steps (1) and (2) with the left bleed air valve switch selected to INSTR & ENVIR OFF
and the right bleed air valve switch selected to OPEN.
(7) Repeat Steps (1) and (2) with the right bleed air valve switch selected to INSTR & ENVIR OFF
and the left bleed air valve switch selected to OPEN.
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AIR INTAKES - DESCRIPTION AND OPERATION
1. General
A. Engine Air Inlet Lip Anti-Ice
The lip around each engine air inlet is heated by hot exhaust gases to prevent the formation of ice
during inclement weather. A scoop in the engine LH exhaust stack deflects the hot exhaust gases
and is ducted into the hollow lip tube that encircles the engine air inlet. The gases are exhausted out
of the opposite exhaust stack. No shutoff or temperature indicator is necessary for this system (Ref.
Figure 1).
B. Inertial Separation Anti-Icer System
An inertial separation anti-icer system is built into each engine air inlet to prevent moisture particles
from entering the engine inlet plenum during freezing conditions. When icing conditions are
encountered, moveable vanes are repositioned in the inlet airstream to induce an abrupt turn in the
airflow before entering the engine plenum. The heavy, ice laden air is then discharged overboard
through a bypass duct in the lower cowling at the aft end of the air duct.
The ice vanes are extended or retracted simultaneously through a linkage system connected to an
electric actuator. The electric actuator for each engine consists of a primary and backup motor with
a single actuator rod assembly within a single housing. The system is normally driven by the primary
motor. In the event the primary motor malfunctions, the backup motor will provide the power necessary
to operate the system through the standby switch for the actuators.
CAUTION: If the actuator primary motor should malfunction, the cause of the
malfunction must be determined and corrected before the next flight.
The primary actuator motors are energized through switches placarded ENG ANTI-ICE - LEFT -
RIGHT - ON - OFF. The actuator switches are located on the lower left subpanel, to the left of the
pilot's control column. The standby system may be activated through a second set of switches,
located just below the primary ENG ANTI-ICE switches. The standby system switches are placarded
ACTUATORS - STANDBY - MAIN.
When the ENG ANTI-ICE switches are set to OFF, the ice vane is retracted out of the airstream and
the bypass door is fully extended. When the ENG ANTI-ICE switches are set to ON, 28 vdc from
the annunciator legend pc board is routed through a sense switch to a time delay circuit. Power is
supplied to the time delay circuit until the inertial ice vane is fully extended. If full extension is not
achieved in 30 to 40 seconds, the L ENG ICE FAIL or R ENG ICE FAIL (yellow) lights will illuminate
in the caution/advisory annunciator panel. However, if the inertial ice vanes travel to full extension,
the L ENG ANTI-ICE or R ENG ANTI-ICE (green) lights on the caution/advisory annunciator panel
will illuminate. If full extension is not achieved, the ACTUATORS switch can be set to STANDBY to
operate the standby motor on the actuator. The inertial vanes and ice bypass doors are either fully
extended of fully retracted. There are no intermediate positions. In the fully retracted position, no
annunciator lights are illuminated.
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Air Intake Anti-Ice Lip

Figure 1 (Sheet 1)
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AIR INTAKES - MAINTENANCE PRACTICES
1. Anti-Ice Lip
A. Crack Repair
If the crack does not exceed the following criteria it may be disregarded and not repaired:
(1) No exhaust leaks through the crack.
(2) Crack length limit of 1.25-inch maximum.
(3) Must be located on the outside of the anti-ice lip assembly between the lip assembly aft edge
and the lip assembly leading edge.
If any of the above criteria is exceeded, the anti-ice lip must be repaired. Refer to the Model
1900 Airliner Series Structural Repair Manual, ENGINE ANTI-ICE LIP CRACK REPAIR, Chapter
54-90-08.
2. Engine Inertial Anti-Icing System
To help control wear and keep the inertial anti-icing system of the engine operating freely, the actuating
linkage should be periodically lubricated with MIL-G-23827 grease (16, Table 2, 30-00-00).
NOTE: Do not lubricate with oil.

Beyond lubrication, virtually no servicing of the inertial anti-icing system is required.
Adjustments may be made on the inertial anti-icing system. Refer to RIGGING THE ENGINE INERTIAL
ANTI-ICING SYSTEM procedure.
A. Rigging
The following procedure provides for the initial rigging of the inertial anti-icing system to ensure
the proper adjustment of its various components with respect to one another throughout all phases
of operation. Rather than rigging the system in its entirety when only a portion of the system has
been disassembled, or only a particular component is to be replaced, reference may be made to the
applicable Steps within the procedure for the adjustment required.
(1) Remove the upper forward cowling, the inboard and outboard plenum panels and the oil cooler
duct assembly (Ref. Chapter 71-10-00).
(2) The rigging points for the normal dry air operation mode are identified in Figure 202 as A, B, C,
D, and E. The rigging points for the icing mode are identified as 1, 2, 3, 4, and 5.
(3) With the actuator disconnected at A and the bolts at B removed, manually rotate the mechanism
to the icing mode.
(4) Operate the actuator to the full extend position (4.0 ± 0.020-inches), loosen the jam nut on the
rod end on the actuator and adjust the rod end as necessary and install the bolt, washer and nut
at point 1. Tighten the jam nut on the rod end.
(5) Operate the actuator to the full retract position.
(6) With the aft ice vane resting on the duct floor, loosen the jam nuts on the clevises and adjust the
clevises as necessary to install the bolts, washers and nuts at point B. Tighten the jam nuts on
the clevises.
(7) Loosen the jam nuts on the double ended clevis rods on the forward ice vanes and turn the rods
as necessary to position the vanes 8.07 ± 0.125-inch above the duct floor. Tighten the jam nuts
on the double ended clevis rods.
(8) Operate the actuators to ensure free operation of the ice vanes.
(9) Adjust the sensor switches as necessary to give 0.100-inch minimum over-travel at both extents
of actuator operation (Ref. Figure 201).
(10) Reinstall the cowling sections which were removed in Step (1) (Ref. Chapter 71-10-00).
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Inertial Anti-Ice System

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Rigging the Inertial Anti-Ice System

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PITOT AND STATIC - DESCRIPTION AND OPERATION
1. General
A heating element in each pitot mast and in each alternate static button prevents them from becoming
clogged with ice. The heating elements are controlled by switch-type circuit breakers located on the pilot's
inboard subpanel placarded PITOT - LEFT - RIGHT and ALT STATIC (Ref Figure 1). Refer to Chapter
34-11-00 for maintenance information on the pitot and static system.
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Heated Pitot/Static System Wiring Schematic

Figure 1 (Sheet 1)
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WINDOWS AND WINDSHIELDS - DESCRIPTION AND OPERATION
1. General
A. Windshield Anti-Ice
(1) The pilot's and copilot's windshields are protected against icing by internal heating elements.
Separate switches are placarded WSHLD ANTI-ICE NORMAL - OFF - HI - PILOT - COPILOT.
The windshield deice switches are located on the subpanel. Each windshield and its control
switch are connected to the airplane's electrical system through high heat and low heat relays
and temperature controllers. The relays and temperature controller for the pilot are located on
the aft side of the forward pressure bulkhead forward of the pilot's instruments. The relays and
temperature controller for the copilot are situated on the aft side of the forward pressure bulkhead
forward of the copilot's instruments.
(2) Power to the system switch for the copilot's windshield is controlled by a 5 ampere circuit breaker
located on the bottom edge of the RH electrical panel forward of the instrument panel. System
power to the control circuit breaker is supplied by a 50 ampere limiter located in the RH nacelle
electrical power distribution panel.
(3) Control power to the system switch for the pilot's windshield is controlled by a 1/2 ampere circuit
breaker placarded LEFT WSHLD CONTROL located on the RH circuit breaker panel. This
circuit breaker supplies a ground to a 5 ampere remote control circuit breaker located on the
LH electrical panel forward of the instrument panel. If the remote control circuit breaker opens,
system power is interrupted to the pilot's system switch. System power is supplied by a 50
ampere power circuit breaker located on the LH nacelle electrical power distribution panel. A
1/2 ampere circuit breaker on the RH circuit breaker panel placarded LEFT WSHLD POWER
supplies a ground to the remote power circuit breaker.
B. Windshield Wiper
(1) The motor, arm assemblies, drive shafts, and converters of the windshield wiper installation are
mounted forward of the instrument panel. The system is actuated by a control switch in the
overhead light control panel placarded WINDSHIELD WIPER - PARK - OFF - SLOW - FAST.
The system is protected by a 10 ampere circuit breaker placarded WSHLD WIPER in the RH
circuit breaker panel.
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WINDOWS AND WINDSHIELDS - MAINTENANCE PRACTICES
1. Windshield Heating Elements

A. Resistance Check
If the crack does not exceed the following criteria it may be disregarded and not repaired:
(3) Display warning notices prohibiting connection of the airplane's electrical power.
(4) Disconnect ground wire from terminal "GRD" on the windshield terminal block (Ref. Figure 201).
(5) Using an ohmmeter, measure the resistance between terminals marked "HP" (High Power) and
"GRD" (Ground). The reading should be 0.65 ohms ± 0.0975 ohms.
(6) Measure the resistance between terminals "LP" (Low Power) and "GRD" (Ground). The reading
should be 0.89 ohms ± 0.133 ohms.
(7) Connect the ground wire to terminal "GRD".
(8) To verify sensor operation, remove any one wire from the terminal block marked "S" (Sensor).
Using an ohmmeter, measure the resistance between the two "S" terminals.
NOTE: The temperature sensor is a thermistor, which will change resistance with
temperature. Sensor resistance should measure between 295 to 345 ohms for
ambient temperatures between 60°F to 110°F. An open circuit will not allow the
windshield to heat.
(9) Connect wire removed from terminal "S", in Step (8).

2. Windshield Wiper Motor

A. Removal
(1) To gain access to the motor, remove the attaching screws from the radio equipment panel, pull
the panel out far enough to disconnect the electrical connectors, and remove the panel.
(2) Remove the flexible drive shaft retaining nut and disconnect the electrical connector from the
motor.
(3) Remove the attaching screws and disengage the motor from the flexible drive shaft (Ref. Figure
202).
B. Installation
(1) Connect the electrical connector to the motor and operate the motor to the PARK position.
(2) Connect the flexible drive shaft to the motor with the retaining nut and secure the motor in place
with the attaching screws (Ref. Figure 202).
(3) Position the radio equipment panel, connect the electrical connectors and install the attaching
screws to secure the panel.
3. Windshield Wiper Converter

A. Removal
(1) Perform the WINDSHIELD WIPER MOTOR REMOVAL procedure in this section.
NOTE: The motor must be removed before the LH converter can be removed, and both of
the preceding units must be removed before the RH converter can be removed.
(2) Rotate the adjustment bolt counterclockwise to relax tension on the wiper arm assembly (Ref.
Figure 202).
(3) Remove the wiper arm assembly.
(4) Remove the screws securing the seal assembly to the fuselage.
(5) Remove the flexible drive shaft from the side of the converter.
(6) Remove the attaching bolts securing the converter in place.
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Windshield Heating Elements

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CAUTION: Avoid bending the ends of the flexible drive shafts when removing
the converter.
B. Installation
NOTE: First install the RH converter, then the LH converter, and finally the motor.
(1) While viewing the RH converter from the wiper drive shaft side, rotate the converter's internal
drive shaft until the wiper drive shaft is in the extreme clockwise position (Ref. Figure 203).
(2) Secure the RH converter in place with the attaching bolts.
(3) Attach the flexible drive shaft to the RH converter.
(4) While viewing the LH converter from the wiper drive shaft side, rotate the converter's internal
drive shaft until the wiper drive shaft is in the extreme counterclockwise position (Ref. Figure
203).
(5) Connect the flexible drive shaft from the RH converter to the right side of the LH converter as it
is placed into position.
(6) Secure the LH converter in place with the attaching bolts.
CAUTION: Make sure that the flexible drive shafts are properly engaged upon
installation.
(7) Secure the arm assembly drive shaft seal in place with the attaching screws.
(8) Perform WINDSHIELD WIPER MOTOR INSTALLATION procedure in this Chapter.
4. Windshield Wiper
A. Adjustment
NOTE: Never operate the windshield wiper on a dry windshield.

Run the windshield wiper to the PARK position. If the wiper blades do not come to rest at approximately
2 inches from the center post of the windshield or if the tension of the wiper arm at the wiper attaching
point is not within 4.5 to 5.5 pounds, adjust the windshield wiper in the following manner:
(1) Lift the wiper arm away from the glass. Insert a 1/8 inch diameter pin through the hole on each
side of the wiper arm. This will relieve blade tension against the glass.
(2) Loosen the allen screw on the hub end of the wiper arm until the hub can be spread enough for
removal (Ref. Figure 202).
(3) Lift the wiper arm hub and reposition it two inches from the center of the windshield. An
adjustment sleeve located on the converter shaft has both fine (inner teeth) and course (outer
teeth) adjustments.
(4) Install the arm assembly on the drive shaft, making sure that the arm is pulled up until the washer
is in the counterbore of the hub.
(5) Tighten the allen head screw until the wiper is anchored securely to the drive shaft. Safety wire
the allen head screw with 0.032 size safety wire.
(6) Remove the pin from the holes in the wiper arm.
(7) Set the wiper arm to a tension load of 4.5 to 5.5 pounds at the wiper attaching point. Rotate the
spring adjusting screw on top of the wiper arm with the wrench (6, Table 1, 30-00-00) designed
for this purpose. Turn the screw clockwise to decrease, or counterclockwise to increase, the
adjusting spring tension.
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Windshield Wiper Installation

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Windshield Wiper Converter Adjustment before Installation

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PROPELLERS - DESCRIPTION AND OPERATION
1. General
A. Description
(1) The propeller electric deicer system includes an electrically heated boot for each propeller blade,
slip rings, brush assemblies, power relays, timer, manual and auto switches, and a prop amp
indicator (ammeter). When the switch is turned on, the ammeter registers the amount of current
passing through the system. On UE-1 through UE-326 without Kit 129-9024-1, -3 installed,
the ammeter reading will be 32 to 38 amperes. On UE-327 and After and airplanes with Kit
129-9024-1, -3 installed, the ammeter reading will be 26 to 32 amperes. Oil pressure switches
which disable the auto prop deice when the engines are not running are installed on UE-262 and
After and airplanes with Kit 129-3006-1. The current flows through the prop deice relays to the
brush assemblies which contact the slip rings, where it is distributed to the individual propeller
deicer boots. Heat from the boots reduces the grip of the ice, which is then removed by the
centrifugal effect of the propeller rotation and the blast of the air stream (Ref Figure 1 and Figure
2).
(2) Two control switches are located on the LH subpanel, just to the right of the pilot's control column
and are placarded PROP-AUTO-MANUAL. When the AUTO switch is activated, power to the
deice boots is cycled in 90-second phases. The first 90-second phase heats all the deicer boots
on one propeller. The second phase heats all the deicer boots on the opposite propeller. The
deicer timer completes one full cycle every three minutes.
(3) A manual propeller deicer system is provided as a backup to the automatic system. When the
MANUAL switch is activated, power is supplied to the entire deice surface of both props. The
manual override switch is of the momentary type, and must be held in place until the ice has
been dislodged from the propeller surface. The load-meters will indicate approximately a 0.05
increase of load when the manual propeller deicer system is in operation.
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Propeller Deicer Installation (UE-1 thru UE-261 without Kit 129-3006-1)

Figure 1 (Sheet 1)
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Propeller Deicer Installation (UE-262 and After and Airplanes with Kit 129-3006-1)
Figure 2 (Sheet 1)
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PROPELLERS - TROUBLESHOOTING
1. General
The circuit breakers and prop amp indicator (ammeter) can be used to indicate the general nature of
many electrical problems. For example, a circuit breaker that is unable to maintain a power on condition
indicates a short circuit or a bad circuit breaker. A low reading on the ammeter indicates a high resistance
problem in the system. Consequently, it is recommended that the behavior of these items be noted prior
to initiating the specific troubleshooting procedures.
The components of the prop deice ammeter circuit consist basically of an ammeter, shunts and wiring.
Each shunt (L or R) develops a millivolt signal across it dependent upon the amount of current flow going
to the prop deice boots. The millivolt signal is seen at the ammeter (indicator) where it reads out in amps.
Troubleshooting of the ammeter (indication) system can therefore be accomplished by knowing what the
millivolt signals are across the shunt at different currents and what the signals will cause the ammeter
to read. The following shows the conversion of amps to millivolts:
10 amps 12.5 mv (or 0.8 X mv amps)
20 amps 25.0 mv
30 amps 37.5 mv
40 amps 50.0 mv
Using the above information, the actual millivolt signals across the shunt can be compared to the
indication on the ammeter. If a difference exists, a possible wiring problem is indicated. If the converted
millivolt signal at the ammeter terminals does not correspond to the ammeter reading, the ammeter is out
of calibration. There is also a slight possibility of shunt error. If the current is measured going through
the circuit with a separate ammeter, and the signals from the shunt do not match the conversion chart
above, the shunt may be faulty.
In order to maximize the effectiveness of the troubleshooting Table, all of the "problem" entries should be
read to locate the problem which most closely matches the system deficiency.
NOTE: Refer to the 1900D Airliner Wiring Diagram Manual, Chapter 30, for correct wiring information
when performing the following checks.
CAUTION: Prolonged operation of the deice boots when the propellers are static may
result in severe damage to both the deice boots and the propeller slip rings.
Do not operate the prop deice for more than one cycle in AUTO or 90 seconds
in MANUAL when the propellers are static.
Table 101. PROPELLER DEICER SYSTEM

1. Ammeter reads low all of a. Excessive oil and/or dirt on the a. Clean slip rings.
the time, all boots heat, slip rings.
but heating is inadequate.
b. Full bus voltage not present at b. Refer to the Wiring Diagram
deicer boots. Manual and trace the wiring to
locate the cause of the voltage
drop. Repair as required.
c. Inadequate ground circuit c. Check the slip ring ground
through the slip ring. circuit and repair as required.
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Table 101. PROPELLER DEICER SYSTEM (continued)

2. Ammeter indicates zero or a. Ammeter or ammeter circuit a. Check the ammeter calibration
low current in all phases faulty. according to the procedure under
but the boots heat properly. PROPELLER DEICE AMMETER
CALIBRATION. Adjust or replace
the ammeter or repair the circuit
as required.
3. The ammeter indicates a. Faulty switch. a. Check the current into and
zero and the deicer boots out of the switch. If current is not
do not heat. flowing through the switch, replace
the switch.
b. Switch circuit breaker tripped. b. Check the system for a short
circuit and repair as required
before resetting circuit breaker.
c. Faulty timer. c. If voltage is present at timer pin
B, but is not coming out of timer
pin D to energize the automatic
prop deice relay, replace the timer.
d. Bus voltage not present at d. Refer to the Wiring Diagram
automatic prop deice relay. Manual and locate and repair the
fault as required.
4. Ammeter indicates normal a. Faulty oil pressure switch on a. Check switch.
current through half of affected side.
cycle and no current
through half of cycle.
(UE-262 and After,
and airplanes with Kit
129-3006-1 installed).
b. Loose or broken wiring to oil b. Check wiring.
pressure switch on affected side.
5. Ammeter indicates normal a. Timer faulty. a. Check for voltage output from
current through part of the timer to energize the automatic
cycle and no current prop deice relay. If no current
through part of cycle. exists at the timer pin D, replace
the timer.
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b. An open circuit exists between b. Test the current at the terminal
the relay and the deicer boots. block located on the spinner
bulkhead. If current is not reaching
this point, check the brush
block terminals, including the
ground. Check to assure that a
proper resistance reading exists
through the prop deicer boots.
On UE-1 thru UE-327 without
Kit 129-9024-1, -3, resistance
should be 2.6 - 3.0 ohms each. On
UE-327 and after and airplanes
with Kit 129-9024-1, -3, resistance
should be 3.2 - 3.6 ohms each.
High resistance or an open circuit
in the boot can cause a low or
no current situation. Correct any
loose or corroded connections.
6. Ammeter indicates normal a. Faulty circuit in the deicer boot a. Disconnect the deicer boots
current through part of or slip ring. at the spinner mounted terminal
the cycle and low current board. Check deicer boot
through part of the cycle. resistance and replace boots if
resistance exceeds the following
levels. On UE-1 thru UE-327
without Kit 129-9024-1, -3,
resistance should be 2.6 - 3.0
ohms each. On UE-327 and after
and airplanes with Kit 129-9024-1,
-3, resistance should be 3.2 - 3.6
ohms each.
b. High resistance in circuit with b. Check contact of brushes to slip
low current. rings; correct as required. Check
wiring from timer to deicers for
loose or corroded connections or
partially broken wiring; correct as
required.
7. Ammeter indicates low a. Faulty ammeter or ammeter a. Check the ammeter circuit
current through entire circuit. according to the system
cycle. description in the paragraphs
at the beginning of this section
and under PROPELLER DEICE
AMMETER CALIBRATION and
adjust or replace the ammeter or
repair the circuit as required.
8. Ammeter indications are a. Loose or broken wiring or loss a. Trace the wiring per the Wiring
erratic. of contact between the deicer Diagram Manual and repair as
brushes and the slip ring. required.
9. Rapid brush wear or a. Brush block out of alignment. a. Check the brush alignment
frequent brush breakage. as indicated in the 200-HOUR
INSPECTION in this Chapter.
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b. Slip ring wobbles. b. Check the slip ring alignment
with a dial indicator. Slip ring
deviation must not exceed ± 0.004
inch from a plane perpendicular
to the centerline of rotation of the
propeller shaft.
10. Propeller deicer boots fail a. No power from airplane. a. Reset the 5-ampere manual
to heat when the manual prop deice control circuit breaker.
heat is selected. If the circuit breaker reopens
before the activation of the manual
mode switch, a short circuit exists
between the circuit breaker and
the manual mode switch. If the
5-ampere manual prop deice
control circuit breaker opens only
after activation of the manual
prop deice control switch, a short
circuit exists between the manual
prop deice switch and the manual
prop deice relays. Check for
voltage at the large terminal of the
relay. Check for proper ground
connection. Check for 70 to 100
ohms resistance across the coil of
the relay. Refer to the appropriate
Wiring Diagram Manual and make
the required repairs.
b. Faulty switch. b. Check the voltage at the
output terminal or terminals on the
manual prop deice control switch;
if no voltage is indicated, replace
the switch.
11. Left hand or right hand a. Open circuit. a. Check the voltage to the input
propeller deicer boots fail terminal of the affected relay. If
to heat during MANUAL power is not reaching the relay,
operation. correct the open circuit that exists
between the switch and the prop
deice relay. If sufficient power is
being supplied to the relays, check
the output terminal of the suspect
relay. A no voltage reading at
the output terminal of the relay
necessitates replacement of the
relay.
12. Radio noise or interference a. Brushes not properly aligned or a. Check brushes for proper
with prop deicer ON. wearing excessively. alignment with slip rings. Check
for dirty or rough slip rings.
Clean, repair, adjust or replace
components as required.
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b. Loose or broken wire b. Repair or replace as required.
connections.
c. Prop AUTO/MAN switch faulty. c. Turn PROP AUTO switch ON
and PROP MAN switch OFF. If
radio noise still present, connect
a jumper across the switch
terminals. If radio noise ceases,
replace the switch. Reverse the
switch position and check for faulty
PROP MAN switch as above.
d. Deicer wiring routed too close d. Separate deice and radio wiring
to radio wiring. to maintain at least 8 inches of
clearance.
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PROPELLERS - MAINTENANCE PRACTICES
1. Prop AMP INDICATOR (Ammeter)

A. Calibration
Should the ammeter be equipped with an adjusting screw on the back of the ammeter, the ammeter
may be calibrated according to the following procedure:
CAUTION: Any operation of the deice boots when the propellers are static may
result in severe damage to both the deice boots and the propeller slip
rings. Do not operate the prop deice for more than one cycle in AUTO
or 90 seconds in MANUAL when the propellers are static.
(1) Connect a voltmeter accurate to 0.1 mv to the output terminals of the L or R prop ammeter shunt.
(2) Set the prop deice to MANUAL and measure the voltage output of the ammeter shunt.
(3) Multiply the millivolt reading by 0.8: this product is what the ammeter should be indicating.
(4) While lightly tapping the face of the ammeter, adjust the calibrating screw until the ammeter is
indicating the correct value.
(5) Repeat the above Steps for the opposite side.
2. Propeller Deicer Boot

For removal and installation procedures for the propeller deicer boots, refer to Chapter 30-60-07 of
the Model 1900 Airliner Series Component Maintenance Manual.
3. Propeller Deice Brush

A. Replacement (UE-1 thru UE-99, UE-101 and UE-102)
The modular brush assembly consists of a two-module brush block. The modules, which make up
the brush blocks, consist of a plastic housing, an integral brush and a spring. The modular units are
stacked with a spacer and held together with screws. When a brush wears out, the entire module
must be replaced. A brush module is considered to be worn out when only 3/8 inch of brush material
remains.
NOTE: During measurement only 1/16 inch of brush should protrude from the brush module, this
being the normal protrusion when the brush is installed on the airplane.
CAUTION: When replacing propeller deice brushes, all attaching hardware must be
torqued to no more than 18 inch-pounds in order to avoid damaging the
brush blocks.
Brush wear is determined by inserting a pin into a hole in the back of the brush module. The brush
module must be replaced when the dimension is 1-25/64 inches for brushes without rods or 23/64
inch for brushes with rods (Ref. Figure 201). To replace the brushes, proceed as follows:
(1) Disconnect the wire harness terminals at the terminal screws of the modular units that make up
the brush block assembly.
(2) Remove the screws, nuts, and washers securing the modular brush assembly to its mounting
bracket.
(3) Remove the assembly retaining screws and separate the modules and spacers.
(4) Replace each module with another of the same part number. The part number is etched into the
surface of the plastic housing.
(5) Stack the modules and spacers (Ref. Figure 203).
(6) Install the assembly screws so that the screw head fits in the recess in the spacer, place the flat
washer between the star washer and modular housing and install the retaining nut. Make sure
the assembly is square before tightening the assembly screws in place.
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(7) Place the modular brush assembly on the mounting bracket and insert the mounting screws
through both the block and bracket. One washer fits under the head of the screw and one under
the retaining nut.
(8) Before installing the retainer nuts, make sure that the brushes are aligned with the slip rings
such that the entire brush face contacts the copper rings. If the brushes do not align with the
slip rings throughout the entire 360° of slip ring rotation, install shims (P/N 1E1157) between the
brush module spacer and the mounting bracket until the brushes are properly aligned with the
approximate center of the copper ring (Ref. Figure 203).
(9) Install the retaining washers and nuts making certain that 1/16 ± 1/32 inch is maintained between
the brush modules and the slip ring surface. The brushes are to be parallel with the slip ring (Ref.
Figure 202).
(10) Connect the terminals of the airplane system wire harness to the same designated terminals of
the modular brush assembly.
B. Replacement (UE-100, UE-103 and After)
The base assembly utilizes two threaded inserts in the side for mounting of the brush block assembly
to the airframe mounting bracket (Ref. Figure 205). A lid/MOV assembly is attached to the top of the
base assembly with four screws threaded into inserts. A vibration pad is located at the bottom of the
center pocket on the base to cushion the lid/MOV assembly. Four slots accommodate the brushes
and springs. A brush is considered worn out when 0.406 inch or less of brush material remains.
NOTE: During measurement, only 1/16 inch of brush should protrude from the brush module, this
being the normal protrusion when the brush is installed on the airplane.
(1) Insert a 1/16 inch diameter rod through the hole in the lid/MOV assembly (Ref. Figure 204).
(2) Mark and measure the amount of rod inserted into the brush block assembly. If the amount
of inserted rod length measured is equal to or greater than 1.156 inches, the brushes must be
replaced.
NOTE: If brush length is being checked while the brush block assembly is removed from
the airplane, depress the brushes completely into the base assembly and hold.
If the amount of inserted rod length measured is equal to or greater than 1.093
inches, the brushes must be replaced.
4. Brush Block Assembly

A. Removal (UE-100, UE-103 and After)
Perform the following Steps to remove the brush block assembly from the airplane (Ref. Figure 205):
(1) Remove the Upper Forward Cowling (Ref 71-10-00). Optional to remove Lower Forward Cowling
for better access (Ref 71-10-00).
(2) Tag and disconnect electrical wiring at the brush block.
(3) Remove the 2 screws that attach the brush block to the mounting bracket and remove the brush
block assembly and the spacer(s).
CAUTION: Do not soak brush block components in solvent.

B. Installation (UE-100, UE-103 and After)
Perform the following Steps to install the brush block assembly on the airplane (Ref. Figure 205):
(1) Depress the brushes one at a time into the base assembly, while pulling the shunt wire up and
out of the lid to form a loop in the shunt wire.
NOTE: Brushes must move in and out of the base assembly freely. Brush shunt wires
must loop smoothly out of slot in lid/MOV assembly as brush is depressed.
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Determining Brush Wear on Modular Brush Assembly(UE-1 thru UE-99, UE-101 thru UE-102)
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Modular Brush Block Assembly Installation(UE-1 thru UE-99, UE-101 and UE-102)
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Modular Brush Assembly(UE-1 thru UE-99, UE-101 thru UE-102)

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Determining Brush Wear on Brush Block Assembly(UE-100, UE-103 and After)

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Brush Block Assembly Installation (UE-100, UE-103 and After)

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(2) Install the brush block assembly to the mount bracket with 2 114-960021-7 spacers and check
the brush alignment with the slip ring.
NOTE: It is permissible remove 1 114-3-960021-7 spacer if required and use 1E1157

shim(s) as required to properly align the brushes with the slip ring.
(3) Secure the brush block assembly to the mount bracket using 2 screws, lock washers, and
washers.
(4) Place the first "B" labeled ring terminal over the adjacent stud.
(5) Place the second "B" labeled ring terminal over the same stud.
(6) Place a lock washer and hex nut on the stud of the MOV assembly over the "B" wires and hand-
tighten.
(7) Repeat Steps (5) and (6) for the "C" ring terminals.
CAUTION: The "B" and "C" brush shunt wires must not be crossed.
(8) Place the first "B" labeled ring terminal over the adjacent stud.
(9) Place the second "B" labeled ring terminal over the same stud.
(10) Place lock washer and hex nut on the stud of the MOV assembly over the "B" wires and tighten.
(11) Repeat Steps (8), (9), and (10) for the "C" ring terminals.
(12) Reinstall the Lower Forward Cowl if removed (Ref 71-10-00).
(13) Reinstall the Upper Forward Cowl (Ref 71-10-00).
(14) Run the engine(s) and check that the PROP DEICE ammeter reading is in the green area.
5. Checks/Tests
A. Timer Check
Experience in the field has indicated that often the timer is considered defective when the source of
the trouble lies elsewhere. For this reason, the following test should be performed before the timer is
removed as defective:
(1) With the wiring harness disconnected at the timer and the prop deice switch in the AUTO position,
check the voltage from pin B of the harness plug to ground. If no voltage is present, the timer is
NOT at fault; however if system voltage is present at pin B, check the circuit from harness plug
pin G to ground with an ohmmeter. If no circuit is indicated, the fault is in the ground lead rather
than the timer. If ground connection is open, the timer Step switch will not change position.
(2) After the ground and power circuits have been checked, connect a jumper wire between pin B of
the timer receptacle and terminal B of the connector plug and from pin G of the timer receptacle
to ground. With the prop deice switch set to AUTO, check the voltage to ground from pin B of the
timer. The voltmeter should indicate approximately 24 volts, when the airplane battery supply is
being used. Check pins D and F to the ground. Each pin should read 24 volts.
The timer sequence is as follows:
Timing Sequence Time Prop Heated
Pin D 90 sec. Right eng prop
Pin F 90 sec. Left eng prop
NOTE: When operating on battery voltage, the on-time of each deicer boot may slightly
exceed sequence times noted above. The timer output will alternate between pins
D and F as shown.
(3) After a voltage reading of 24 volts DC is obtained, hold the voltmeter probe on the pin until the
voltage drops to zero before moving the probe on to the next pin in the sequence noted above.
After the correctness of the cycling sequence has been established, set the prop deice switch
OFF at the beginning of one of the "on-time" periods, noting the letter of the pin (D or F) at which
the voltage supply is present. Within 5 seconds, set the prop deice switch to AUTO and verify
that the voltage output switches to the opposite pin.
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B. Heat Test
CAUTION: Prolonged operation of the deice boots when the propellers are static
may result in severe damage to both the deice boots and the propeller
slip rings. Do not operate the prop deice for more than one cycle in
AUTO or 90 seconds in MANUAL when the propellers are static.
Before this test can be performed, the jumper wire installed for the timer test must be removed so that
the connector plug can be replaced in the timer receptacle. While this test is being performed, the
engine on the opposite side must be running or the prop deice system on that side must be disabled.
Two persons are required to perform this test: one in the flight compartment to momentarily set the
prop deice switch to MANUAL while the person outside feels the deicer boots to see if they are heating
properly.
The person inspecting the propeller deice boots must check to be certain all of the boots on the
propeller being tested are heating. The presence of local hot spots indicates surface damage to the
deicer heaters, which should be repaired before more serious damage develops. If it is determined
that the propeller boots on that side of the airplane are heating properly, repeat the test for the opposite
propeller deice boots.
C. Deicer Resistance Check (UE-1 thru UE-327 without Kit 129-9024-1, -3)
To check for incorrect resistance or the presence of a short or open circuit at the brush-to-slip ring
contact, disconnect the harness at the relay and check the resistance from each deicer circuit lead to
ground with a low range ohmmeter. If the resultant readings are not 0.65 to 0.75 ohms, disconnect
the deicer lead straps to measure heater resistance individually. Individual boot resistance should
measure a 2.6 to 3.0 ohms. If the readings in the first check are not within the accepted limits but
those in the second check are, the trouble is probably in the brush-to-slip ring area. If the readings in
the second check are also off, the deicer concerned is damaged and must be replaced.
D. Deicer Resistance Check (UE-327 and After and Airplanes with Kit 129-9024-1, -3)
To check for incorrect resistance or the presence of a short or open circuit at the brush-to-slip ring
contact, disconnect the harness at the relay and check the resistance from each deicer circuit lead
to ground with a low range ohmmeter. If the resultant readings are not 0.8 to 0.9 ohms, disconnect
the deicer lead straps to measure heater resistance individually. Individual boot resistance should
measure a 3.2 to 3.6 ohms. If the readings in the first check are not within the accepted limits but
those in the second check are, the trouble is probably in the brush-to-slip ring area. If the readings in
the second check are also off, the deicer concerned is damaged and must be replaced.
E. Brush Block Resistance Check
To check for an open circuit or high resistance in the brush block, measure the resistance from the
face of the brush to its terminal studs or receptacle pin with a low range ohmmeter. If this resistance
measures over 0.013 ohms, locate and repair the cause of the excessive resistance. If the resistance
measured is infinite, locate the correct open circuit or replace the brush. Check the resistance between
the three terminal studs or receptacle pins. This resistance should not be less than 0.5 megohms.
6. Slip Ring
A. Alignment
The slip rings are properly aligned when they run in a true plane relative to the brush block. This
condition may be checked by attaching a dial indicator gage to the engine reduction gear housing in
such a manner that a reading of the slip ring wobble may be obtained. To avoid error in the readings,
rotate the slip rings slowly by pushing in on the propeller to take the play out of the thrust bearings. If
the total run-out over 360° of rotation exceeds 0.008 inch, the slip rings should be aligned as follows:
(1) Approximately a 0.012 inch adjustment may be made to correct the slip ring wobble by varying
the torque on the attachment bolts. Using the dial indicator to follow the points of maximum
deviation, adjust the slip ring assembly to the prescribed run-out limits by varying the torque of
the mounting bolts as required, within a range of 40 to 75 inch-pounds.
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(2) If more than 0.012 inch of adjustment is required for alignment, the slip ring assembly may be
shimmed to within the prescribed limits for true running by the addition of AN960C416L washers
on the mounting bolts between the slip ring assembly and the spinner bulkhead. Install a flat
steel washer on each side of the star washer used between the slip ring and spinner bulkhead
to protect the bulkhead against damage. The use of aluminum washers or a star washer next
to the spinner bulkhead may cause it to crack.
NOTE: The above adjustments may affect the clearance between the brush block and slip
rings; consequently, after slip ring alignment, a check should be made to ascertain
that a distance of 1/32 to 3/32-inch is maintained between the brush block and
slip ring surface.
B. Repair
Structurally sound slip rings with roughened or damaged surfaces can be restored to serviceability by
machining.
(1) Mount the slip ring assembly concentrically in the lathe with not more than 0.002 inch wobble or
run out over 360° of rotation.
(2) Take a light cut for a smooth finish and cut no deeper than is required to remove surface damage.
The contact surfaces of the slip rings must be parallel within 0.005 inch and flat within 0.005 inch
overall (not exceeding 0.002 inch from the flat over a 4-inch arc).
(3) If necessary, undercut the insulation between slip rings to a depth of 0.020 to 0.030 inch below
the contact surface of the slip rings. The width of the slip ring MUST NOT be reduced by more
than 0.005 inch in this operation. The contact surface of the slip rings must have a finish of 29
to 35 micro inches.
(4) Burr the edges, reinstall and align the slip rings. The thickness of the slip ring at any point must
not be less than 0.187 inch.
7. Propeller Deicer System

A. Inspection
The various components of the deicer system, should be inspected periodically for possible defects.
The purpose of the following inspections is to provide a means for detecting and correcting such
defects before they render the deicer system inoperative:
200 HOUR INSPECTION
CAUTION: Prolonged operation of the deice boots when the propellers are static
may result in severe damage to both the deice boots and the propeller
slip rings. Do not operate the prop deice for more than one cycle in
AUTO or 90 seconds in MANUAL when the propellers are static.
(1) Check for fuel or oil leakage onto the brush modules and slip rings. This will cause the brushes
to wear excessively and to cut into the slip rings. Stop all leaks. Clean and repair the brush
modules and slip rings.
(2) Lock the brakes and operate the engines at near takeoff power. Turn the deicer system switch
to AUTO and observe the ammeter for at least 1 cycle. If the ammeter needle does not rest
within the shaded band, refer to the troubleshooting Table for the probable sources of trouble.
(3) Perform the TIMER CHECK and HEAT TEST procedures outlined in this chapter.
(4) Remove the spinner dome and open all access doors pertaining to the wiring and components
of the deicer system. Place one person in the flight compartment to momentarily set the prop
deice switch to MANUAL and observe the ammeter. Place a second person outside to flex all
accessible wiring, particularly the lead straps, leads from the slip ring assembly, and the firewall
electrical connectors and their wiring. Any movement of the ammeter indicates a short or open
circuit that must be located and corrected.
(5) To extend the life of the lead strap between the hub clamp and clip, reposition the bend in the
strap at a point at least 1/2 inch from the existing location of the bend.
(6) Check for damaged brush rods or springs and for worn or damaged brushes.
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(7) Check for radio noise or radio compass interference by operating the engines at near takeoff
power with the radio gear turned on. If, under these conditions, noise or interference occurs
when the deicer switch is in AUTO or MANUAL and disappears when the switch is OFF, refer to
the troubleshooting Table to isolate the probable source of trouble.
(8) Check all clamps, clips, mountings, and electrical connectors for tightness and electrical
soundness. Check also for loose, broken, or missing safety wire.
(9) Closely check the deicer boots for wrinkled, loose, or torn areas, particularly around the outboard
end and at the point where the strap passes under the hub clamp. Look for abrasions or cuts
along the leading edge and the flat or thrust face. If the heater wires are exposed in damaged
areas or if the rubber is found to be tacky, swollen, or deteriorated (as from contact with oil or
solvent fluids), replace the damaged deicer boot.
(10) Check that the hub clamps are tight. Inspect for cracks or other damage. Check to see that
the cushioning material is not missing or damaged in the area under the hub clamp or on the
edge of the spinner dome. Manually operate the propeller from "low pitch" to "feathering" while
checking that the deicer lead straps do not come under tension.
(11) Check the slip rings for gouges, roughened surface, cracks, burned or discolored areas, and for
deposits of oil, grease, or dirt. Clean greasy or contaminated slip rings with solvent (15, Table
2, 30-00-00).
(12) If uneven wear or wobble is detected, check the alignment of the slip rings with a dial indicator.
While checking the alignment, push in on the propeller to eliminate the thrust bearing end play.
If the runout over 360° of rotation is over 0.008 inch or exceeds 0.002 inch in any 4-inch arc,
refer to the paragraph on slip ring alignment.
(13) Examine the brush mounting brackets and housings for cracks, deformation, or other indications
of damage. Check for tight connections and that the leads are not chafed or binding.
(14) Check to see that each brush rides fully on its slip ring over 360° of rotation. If the brush is
not properly aligned, add shims under the brush block or elongate the holes in the mounting
brackets to raise or lower the brush block to the proper position. If the brushes ride BOTH high
and low with respect to the slip rings in 360° of rotation, the slip ring assembly is eccentrically
mounted and the spinner bulkhead must be replaced.
(15) Check for proper spacing between the brush block and slip rings. If this distance is not within
the specified limits, loosen the mounting screws and reposition them in the elongated holes until
the block is properly positioned. If necessary, shims can be added between the thrust bearing
plate and mounting bracket until the brush block is properly located (Ref. Figure 202).
(16) Place one person in the flight compartment to momentarily set the prop deice switch to MANUAL
and observe the ammeter. Place a second person outside to visually inspect and physically flex
the wiring from the brush blocks to each component of the deicer system and to the airplane
power supply. Jumps of the ammeter needle indicate loose or broken wiring in the area under
examination at the moment. In such instances, continue to flex the wiring in the area that
first indicated trouble while checking the continuity through the individual wires of the affected
harness until the source of trouble is located. Refer to the appropriate Wiring Diagram Manual.
8. Propeller Boot Erosion Tape

A. Installation
Procedures for application of erosion tape (28, Table 2, 30-00-00) to the neoprene propeller deicer:
(1) On airplanes with erosion tape applied to the propeller deicer, remove the tape to be replaced
by carefully peeling it off.
CAUTION: Do not reapply used tape. The tape cannot be removed and
transferred to another deicer.
(2) Clean the surface of the deicer thoroughly with solvent (1 or 13, Table 2, 30-00-00), using a
clean, dry, lint-free cloth. Do not allow the cleaning solvent to come in contact with the deicer
edge seal.
(3) Cut a strip of the erosion tape (28, Table 2, 30-00-00) to the same length as the deicer. Dry fit
the tape to the deicer to confirm the proper length. The tape must not overlap the ends of the
deicer, but must be within 1/4 inch of each end. Round the corners of the tape to a minimum
radius of 1/2 inch to eliminate sharp corners.
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(4) Measure and mark a centerline on the breeze side of the tape strip with chalk or a ballpoint pen
to assist in positioning the tape during installation.
(5) Peel back two inches of backing from the tape and, starting at the outboard end of the deicer,
position the tape flush with the deicer end, matching the centerline of the tape with the leading
edge contour. Press the tape centerline against the leading edge.
(6) Continue as in Step (5) above, working in two- to three-inch lengths at a time: peel off the tape
backing and, with tape under a slight tension, press the tape centerline onto the leading edge
until the tape is applied along the entire length of the deicer, then roll the centerline firmly with
the rubber roller. The tape should be flush within 1/4 inch of the inboard end of the deicer. No
overlap at the end is permitted.
(7) Working on the right or left side of the centerline, roll down the tape beginning at the centerline
and moving toward the trailing edge, rolling parallel to the leading edge. Ensure there are no
wrinkles, bubbles or air pockets. The tape should be smoothly and uniformly applied.
(8) Repeat Step (7) above on the remaining side of the tape centerline.
(9) Clean off the centerline marking with solvent (1 or 13, Table 2, 30-00-00), being careful not to
contact the tape or deicer edges with cleaning solvent.
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CHAPTER
31
INDICATING/
RECORDING
SYSTEMS
BEECHCRAFT®
MAINTENANCE MANUAL

31-Title Page 1
31-00-00 Pages 1-4 May 1/2019
31-10-00 Pages 1-12 May 1/2019
31-10-00 Pages 201-206 May 1/2019
31-20-00 Page 1 May 1/2019
31-20-10 Page 1 May 1/2019
31-20-10 Page 101 May 1/2019
31-20-10 Page 201 May 1/2019
31-20-11 Page 1 May 1/2019
31-20-11 Page 201 May 1/2019
31-30-00 Pages 1-2 May 1/2019
31-30-00 Pages 201-233 May 1/2019
31-50-00 Pages 1-6 May 1/2019

MAINTENANCE MANUAL

Temporary Revision
Number
BEECHCRAFT®
MAINTENANCE MANUAL
CONTENTS
INDICATING AND RECORDING - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-00-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-00-00 Page 1
INSTRUMENTS AND CONTROL PANELS - DESCRIPTION AND OPERATION . . . . . . . 31-10-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-10-00 Page 1
INSTRUMENTS AND CONTROL PANELS - MAINTENANCE PRACTICES . . . . . . . . . . . 31-10-00 Page 201
Flight Instrument . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-10-00 Page 201
Flight Control Panel (FCP-65) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-10-00 Page 201
Engine Instrument. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-10-00 Page 201
Radio Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-10-00 Page 202
Subpanel and Component . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-10-00 Page 202
Pedestal Instrument Panel and Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-10-00 Page 202
Overhead Switch Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-10-00 Page 203
Overhead Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-10-00 Page 203
EFIS Screen Cooling Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-10-00 Page 204
Fuel Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-10-00 Page 205
Instrument Glass. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-10-00 Page 205
CRT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-10-00 Page 205
INDEPENDENT INSTRUMENTS - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . 31-20-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-20-00 Page 1
EIGHT DAY CLOCK - DESCRIPTION AND OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-20-10 Page 1
General - (UE-1 thru UE-403, UE-405 thru UE-408, and UE-410 without Kit No.
129-3003 Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-20-10 Page 1
EIGHT DAY CLOCK - TROUBLESHOOTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-20-10 Page 101
General - (UE-1 thru UE-403, UE-405 thru UE-408, and UE-410 without kit no.
129-3003 Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-20-10 Page 101
EIGHT DAY CLOCK - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-20-10 Page 201
Eight Day Clock - (UE-1 thru UE-403, UE-405 thru UE-408, and UE-410 without kit
no. 129-3003 Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-20-10 Page 201
M850 DIGITAL CLOCK - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 31-20-11 Page 1
General - (UE-404, UE-409, UE-411 and After or with Kit No. 129-3003 Installed). 31-20-11 Page 1
M850 DIGITAL CLOCK - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-20-11 Page 201
M850 Digital Clock - (UE-404, UE-409, UE-411 and After or with kit no. 129-3003
Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-20-11 Page 201
RECORDERS - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-30-00 Page 1
FL1000 Flight Data Recorder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-30-00 Page 1
RECORDERS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-30-00 Page 201
F1000 Flight Data Recorder (FDR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-30-00 Page 201
Trip and Encoder (If Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-30-00 Page 207
Accelerometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-30-00 Page 207
Outside Air Temperature Probe (OAT Sensor) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-30-00 Page 207
Flight Data Recorder (FDR) Test Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-30-00 Page 210
Recorders - F1000 Flight Data Recorder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-30-00 Page 228
FDR Functional/Operational Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-30-00 Page 229
CENTRAL WARNING SYSTEM - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . 31-50-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31-50-00 Page 1
BEECHCRAFT®
MAINTENANCE MANUAL
INDICATING AND RECORDING - GENERAL
1. General
This Chapter contains pictorial coverage of instrument panels, control panels, switches, and indicators
which are necessary for the operation of the airplane.
The instrument and control panels section contains pictorial coverage of fixed and moveable panels
with their replaceable components. These components include instruments (including independent
instruments), switches, and circuit breakers. The maintenance information for an instrument which is not
described in this Chapter is shown in the Chapter relating to its system.
The main instrument panel is divided as follows: Pilot's Flight Instruments, Engine Instruments, Avionics
Panel, Copilot's Flight Instruments, Left and Right Inboard and Outboard Subpanels, and the Pedestal
Panel. The pilot's and copilot's flight instruments consist of conventional flight instruments and four
CRT's (two on each side).
The engine instruments consist of a vertical stack of dual instruments. These are ITT, Torque, Propeller
RPM, Turbine RPM, Fuel Flow, and a combination of Oil Pressure/Oil Temperature.
The avionics controls consist of the centrally mounted Avionics Control Panel, dual Flight Control Panels,
dual Control and Compensation Units, Avionics Control Heads, and Annunciator Switches.
The subpanels, pedestal, and overhead panels incorporate various system controls, switches, and
indicators.
The instrument panel is subdivided as follows:
• Pilot's Flight Instruments
• Engine Instruments
• Avionics Controls
• Copilot's Flight Instruments
• Left Outboard Subpanel
• Left Inboard Subpanel
• Center Pedestal Panel
• Right Outboard Subpanel
• Right Inboard Subpanel
The other panels are:
• Overhead Switch Panel
• Overhead Instrument Panel
• Fuel Control Panel (Ref. Chapter 28-40-02)
The instruments are illuminated by internal lighting. The overhead switch panel, subpanels, and center
pedestal panel switches and controls are illuminated by electroluminescent panels.
A. Special Tools
NOTE: If the airplane is equipped with a F1000 Flight Data Recorder System, refer to the Table
below for the special tools and equipment required. If the airplane is equipped with
a FA2100 Flight Data Recorder System, refer to Chapter 31-00-00 in the MODEL
SUPPLEMENT, P/N 129-590000-109 for a Chart showing the special tools and
recommended materials.
The special tools listed as meeting federal, military or supplier specifications are provided for reference
only and are not specifically prescribed by Textron Aviation Inc. The products included in these
Tables have been tested and approved for aviation usage by Textron Aviation Inc., by the supplier,
conform to the requirements of the specification listed may be used even though not included in the
by contacting the supplier of the product to be used (Ref. Table 1).
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TOOL NAME PART NUMBER SUPPLIER USE

1. Precision Tilt Sperry #07187 Honeywell, Inc., Phoenix, Test gyro monitoring.
Table AZ
2. ROSE L3 Communications Select and monitor FDR
(aka Loral Data Systems signals.
A. Portable Analysis Unit 17TES0010 or Fairchild), Aviation
(PAU) Recorders Division, P.O.
B. ROSE (Read-Out 17TES0055 Box 3041, Sarasota, FL
Support Equipment) 34230
Analysis Unit (RAU)
C. ROSE/RI 17TES0320
(Read-Out Support
Equipment/Recorder
Interface) Software
3. Pitot Static Test TK1783-1/939 Textron Aviation Inc. Check pitot and static air
Box monitoring.
4. Digital KS6005 or equivalent Kell-Strom,214 Church Adjust beta switches
ProtractorModel St.,Wethersfield, CT and calibrate elevator
3600 06109,800-851-6851 controls.
5. External Power GPU400 or equivalent Hobart Bros. Inc., External power for
Source 28.25Vdc Ground Power Div., airplane under test.
± 0.25V 1177 Trade Sq.,E. Troy,
OH 45373
6. Torque System Model 2311-F Barfield Instr. Co. P.O. Set/monitor engine
Calibrator w/0-100INSP. Gauge Box 527705 Miami, FL torque.
33152-7705
7. Digital Model 871 or equivalent Alpha Check air temperature.
Thermometer OmegaInstruments,
with Probe 2140 Hartford Ave., P.O.
and current Box 19230 Johnston, RI
calibration 02919
8. Aircraft 129-590005-1 Textron Aviation Inc. Airplane-specific
Configuration interpolation of FDR
Database data (UE-1 thru UE-92).
129-590004-1 Airplane-specific
interpolation of FDR
data (UE-93 and After).
See NOTE prior to this
Table.
9. Vertical Gyro See fabrication data Connect the vertical gyro
Extension Cable below. while it is mounted on the
tilt table.
B. Vertical Gyro Extension Cable Fabrication
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MAINTENANCE MANUAL
Fabricate an extension cable to reach between the aircraft harness and the gyro tilt table. A length
of at least eleven feet is recommended or a length desired by the fabricator. Use 22 gage wire to
fabricate the harness. The connector to mate with the gyro is a MS3126F18-32S or equivalent, while
the connector to mate with the aircraft harness is a MS3124F18-32P or equivalent. Install jumper
wires as shown in the illustration (Ref. Figure 1).
31-00-00 Page 3
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MAINTENANCE MANUAL
Vertical Gyro Extension Cable Fabrication

Figure 1 (Sheet 1)
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BEECHCRAFT®
MAINTENANCE MANUAL
INSTRUMENTS AND CONTROL PANELS - DESCRIPTION AND OPERATION
1. General
Figure 1, Figure 2, Figure 3, Figure 4, Figure 5, Figure 6, Figure 7, Figure 8, Figure 9, Figure 10, and
Figure 11 present the instrument panel, subpanels, pedestal, and overhead switch panel.
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MAINTENANCE MANUAL
Typical Instrument Panel (UE-2 thru UE-92 without GPWS and TCAS)
Figure 1 (Sheet 1)
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MAINTENANCE MANUAL
Typical Instrument Panel (UE-2 thru UE-92 with GPWS and TCAS)
Figure 2 (Sheet 1)
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MAINTENANCE MANUAL
Typical Instrument Panel (UE-93 thru UE-305, UE-307 and UE-308 without GPWS and TCAS)
Figure 3 (Sheet 1)
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MAINTENANCE MANUAL
Typical Instrument Panel (UE-93 thru UE-305, UE-307 and UE-308 with GPWS and TCAS)
Figure 4 (Sheet 1)
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MAINTENANCE MANUAL
Typical Instrument Panel (UE-306, UE-309 and After without GPWS and TCAS)
Figure 5 (Sheet 1)
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MAINTENANCE MANUAL
Typical Instrument Panel (UE-306, UE-309 and After with GPWS and TCAS)
Figure 6 (Sheet 1)
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MAINTENANCE MANUAL
Pilot's Subpanel
Figure 7 (Sheet 1)
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MAINTENANCE MANUAL
Copilot's Subpanel
Figure 8 (Sheet 1)
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MAINTENANCE MANUAL
Pedestal (UE-2 thru UE-277 without Kit No. 129-3008)

Figure 9 (Sheet 1)
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MAINTENANCE MANUAL
Pedestal (UE-278 and After with Kit No. 129-3008)

Figure 10 (Sheet 1)
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MAINTENANCE MANUAL
Overhead Switch and Instrument Panels

Figure 11 (Sheet 1)
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MAINTENANCE MANUAL
INSTRUMENTS AND CONTROL PANELS - MAINTENANCE PRACTICES
CAUTION: Any time the Pitot/Static System is opened (i.e. Differential Pressure Gage,
Differential Pressure Switch or Pneumatic Pressure Indicator removed or
Installed) the effected System Test procedure (PITOT SYSTEM TEST,
STATIC SYSTEM TEST) must be accomplished (Ref. Chapter 34-11-00,
201).
1. Flight Instrument
A. Removal
(1) Remove electrical power from the airplane (Ref. Chapter 24-40-00).
(2) Remove the screws securing the instrument bezel to the instrument panel.
(3) Remove the instrument from the instrument panel.
(4) Tag, disconnect, and cap all electrical/plumbing connectors and lines.
(5) Cap or plug all instrument vents, ports and lines.
B. Installation
(2) Remove the caps and plugs from the vents, ports and lines.
(3) Remove caps from the electrical connectors and lines.
(4) Matching the tags, attach all electrical/plumbing connectors and lines.
(5) Maintain the correct instrument orientation.
(6) Insert the instrument into the instrument panel.
(7) Secure the instrument using mounting screws.
(8) Restore electrical power to the airplane (Ref. Chapter 24-40-00).
(9) Confirm correct instrument operation.
2. Flight Control Panel (FCP-65)

A. Removal
(2) Rotate the two turn-lock captive fasteners to release the flight control panel from the instrument
panel.
(3) Remove the flight control panel from the instrument panel.
(4) Tag, disconnect, and cap the electrical connector.
B. Installation
(2) Remove the cap from the electrical connector.
(3) Match the tag and connect the electrical connector.
(4) Insert the flight control panel into the instrument panel.
(5) Secure the flight control panel to the instrument panel with the two turn-lock captive fasteners.
(7) Confirm proper operation of the flight control panel.
3. Engine Instrument
A. Removal
(2) Loosen, but do not remove, the large (number 10) screw located to the left of the instrument.
(3) Depress the screw slightly to loosen the adjustable clamp which secures the instrument to the
panel.
(4) Pull the instrument straight out of the adjustable clamp and instrument panel.
(6) Cap or plug all instrument vents, ports, and lines.
B. Installation
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(3) Remove the caps from the electrical/plumbing connectors and lines.
(6) Insert the instrument into the instrument panel and adjustable clamp.
(7) Tighten the large (number 10) screw located to the left of the instrument.
NOTE: If the airplane is equipped with the FA2100 Flight Data Recorder and the Engine
Torque, Engine RPM, ITT or Fuel Flow indicator has been replaced, perform the
ENGINE INSTRUMENT TESTING procedure. Refer to Chapter 31-10-00 in the
4. Radio Control Panel

A. Removal
(2) Loosen the three captive allen screws on the control face.
(3) Pull the radio control straight out of the instrument panel.
(4) Tag, disconnect, and cap the electrical connector from the radio control.
B. Installation
(2) Remove the cap from the electrical connector.
(3) Match the tag and attach the electrical connector to the radio control.
(4) Insert the radio control into the instrument panel.
(5) Secure the control to the instrument panel with the three captive allen screws.
(7) Confirm correct radio control operation.
5. Subpanel and Component

A. Removal
(2) Remove the electroluminescent panel (Ref. Chapter 33-10-09).
(3) Remove the screws that fasten the subpanel to its framework and lift out the subpanel.
(5) Cap or plug all instrument vents, ports, and lines. Cap electrical connectors and lines.
(6) Remove the fasteners that secure the component to the subpanel.
(7) Remove the component from the subpanel.
B. Installation
(2) Maintain correct component orientation.
(3) Install the component in its proper place in the subpanel.
(4) Secure the component to the subpanel with its fasteners.
(8) Secure the subpanel in its frame using the mounting screws.
(9) Install the electroluminescent panel (Ref. Chapter 33-10-09).
(11) Confirm correct component operation.
6. Pedestal Instrument Panel and Instruments

A. Removal
(2) Remove the screws that secure the pedestal instrument panel to the pedestal frame.
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(3) Lift the pedestal instrument panel out of the pedestal frame.
(5) Cap or plug all instrument vents, ports, and lines. Cap electrical connectors and lines.
(6) Remove the screws that secure the instrument to the panel and remove the instrument from the
back of the panel.
B. Installation
(3) Place the instrument face against the back side of the panel.
(4) Secure the instrument to the pedestal instrument panel with the mounting screws.
(7) Matching the tags, attach all electrical/plumbing connectors.
(8) Position the pedestal instrument panel into the pedestal frame.
(9) Secure the pedestal instrument panel to the pedestal frame with the mounting screws.
(12) Perform the STATIC SYSTEM TEST procedure (Ref. 31-11-00, 201).
7. Overhead Switch Panel

A. Removal
(2) Remove the rheostat control knobs.
(3) Remove the electroluminescent panel (Ref. Chapter 33-10-09).
(4) Hold the overhead switch panel in place and remove the screws that secure it to its frame.
(5) Lower the panel from its frame.
(6) Tag, disconnect, and cap all electrical connectors and wires from the panel.
(7) Remove the mounting hardware that secures any switches that are to be replaced.
(8) Remove the knobs from any rheostats that are to be replaced.
(9) Tag, disconnect, and cap the connectors and/or wires of any switches or rheostats that are to
be replaced.
(10) Remove the switch(es) from the panel.
B. Installation
(2) Maintain correct component orientation.
(3) Install any switches or rheostats that were removed into their proper places in the switch panel
using the mounting hardware.
(4) Matching the tags, attach all connectors and wires.
(5) Position the switch panel for installation.
(6) Secure the switch panel to its frame using the mounting screws.
(7) Install the electroluminescent panel (Ref. Chapter 33-10-09).
(8) Install any knobs that were removed.
(10) Confirm correct operation of any switches or rheostats that were replaced.
8. Overhead Instrument Panel

A. Instrument Removal
(2) Remove the screws securing the instrument bezel to the instrument panel.
(4) Tag, disconnect, and cap all electrical connectors and wires.
B. Instrument Installation
(2) Remove the caps from the electrical connectors and wires.
(3) Matching the tags, attach all electrical connectors and wires.
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(4) Maintain correct instrument orientation.

(5) Insert the instrument into the instrument panel.
(6) Secure the instrument using the mounting screws.
C. Switch Removal
(1) Remove all electrical power from the airplane (Ref. Chapter 24-40-00).
(2) Loosen the Voltmeter Select Switch knob set screw and remove the knob, if the Voltmeter Select
Switch is to be removed.
(3) Remove the electroluminescent panel(s) following the instructions found in Chapter 33-10-09 of
this manual.
(4) Remove the screws securing the instrument closest to the switch that is to be removed.
(6) Remove the switch fastener.
(7) Remove the switch from the back of the panel and bring out through the removed instrument
opening.
(8) Tag and disconnect all electrical connectors and lines.
(9) Cap all electrical connectors and lines.
D. Switch Installation
(1) Ensure all electrical power is removed from the airplane (Ref. Chapter 24-40-00).
(2) Remove the caps from the electrical connectors and lines.
(3) Matching the tags connect all electrical connectors and lines.
(4) Maintain correct switch orientation.
(5) Install the switch in the panel from the back side of the panel by going through the removed
instrument opening.
(6) Secure the switch to the panel using the previously removed switch fastener.
(7) Install the electroluminescent panel(s) following the instructions found in Chapter 33-10-09 of
this manual.
(8) Install the Voltmeter Select Switch knob and tighten the set screw if it was removed.
(10) Insert the instrument in the instrument panel.
(11) Secure the instrument using the previously removed screws.
(13) Confirm correct switch and instrument operation.
9. EFIS Screen Cooling Fan

A. Removal
The EFIS screen cooling fan is located on the left side of the flight compartment forward of the
instrument panel.
(1) Ensure all electrical power is removed from the airplane (Ref. Chapter 24-40-00).
(2) Remove the screws and washers (3) (Ref. Figure 201).
(3) Remove the screws (5) and washers (6) and nuts (7).
(4) Remove fan mount (4) from the side of the airplane.
(5) Nuts and washers (2) can now be removed.
(6) Remove tubing from the tubing connectors (8).
B. Installation
(1) Place the cooling fan (1) on the mount (4) (Ref. Figure 201).
(2) Secure the fan (1) to the mount with the nuts and washers (2)
(3) Fan mount (4) with the fan assembly installed can now be put in place on the side of the flight
compartment.
(4) Install the screws (5), washers (6) and the nuts (7).
(5) Install the screws and washers (3).
(6) Attach the tubing to the connectors (8).
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(9) Confirm proper fan operation.
10. Fuel Control Panel

Refer to Chapter 28 FUEL.
11. Instrument Glass

A. Cleaning
CAUTION: Whenever instruments with glass lenses are handled, precautionary

cleaning should be performed as fingerprint perspiration may
permanently etch glass surfaces. The glass lenses should not be
wiped excessively, as the lens surfaces have an anti-reflection coating
applied.
Prior to cleaning glass lenses, all loose dust should be blown off with clean, dry air or wiped off lightly
using a clean, soft flannel cloth.
When it is necessary to remove grease which is stuck to glass lenses, the vendor's instructions shall
be observed. Unless specified otherwise by the vendor, a 10 castile soap solution may be applied.
The castile soap solution must be flushed with clean water before drying.
CAUTION: To avoid removal of anti-reflection coatings, do not wipe the lens surface
excessively, extreme care should be taken to insure that any dust or
particles do not stick to the lens surfaces be cause of a static charge.
12. CRT
A. Cleaning
(1) The EFIS system contains panel-mounted units which have glass (CRT) displays. These
displays should be routinely cleaned. Use the cleaning materials (or equivalent substitutes) as
follows:
(2) Window-glass cleaner or warm water with a mild soap.
(3) Lens tissue or a soft, low-lint cloth.
CAUTION: Do not use solvent to clean the optic filter (face) of the CRT. The
glass is coated with an antireflective coating that may be damaged
using solvents.
(4) To clean dust and light fingerprints from the CRT face, wipe the CRT face with a nonabrasive,
lint-free lens tissue that is available in most photographic stores.
(5) Remove oily fingerprints from the CRT face as follows:
(a) Apply glass cleaner to the lens tissue (or to the soft cloth), do not apply the liquid directly
to the CRT.
(b) Use several layers of the tissue as necessary for strength.
(c) Rub the wet tissue around the display face to remove any residue or fingerprints.
(d) After the display face is clean, use a clean, dry tissue to remove excess liquid and any
streaks.
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EFIS Screen Cooling Fan

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INDEPENDENT INSTRUMENTS - DESCRIPTION AND OPERATION
1. General
A. The independent instruments consists of components or systems which are not related to any major
system of the airplane. The independent instruments described in this section are the eight day clocks.
B. The eight day spring operated clocks are located on the pilot's and copilot's instrument panel, and are
illuminated by blue-white lamps.
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EIGHT DAY CLOCK - DESCRIPTION AND OPERATION
1. General - (UE-1 thru UE-403, UE-405 thru UE-408, and UE-410 without Kit No. 129-3003 Installed)
A. This section describes the mechanical eight day clock.
B. The clock has a 12 hour dial, hour hand, minute hand, stopwatch, minute hand and sweep second
hand. The rewind/hour/minute hand adjustment is located on the lower left corner of the clock face.
The knob in the upper right corner is the stopwatch button. Its functions are, push to start, push to
stop and push to reset. The clock incorporates a blue-white 28 VDC internal lighting system.
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EIGHT DAY CLOCK - TROUBLESHOOTING
1. General - (UE-1 thru UE-403, UE-405 thru UE-408, and UE-410 without kit no. 129-3003 Installed)
A. The following clock troubleshooting procedures are for minor malfunctions. All maintenance requiring
extensive disassembly must be performed by a skilled watch maker.
B. Refer to Table 101 for the troubleshooting procedures.
Table 101. MECHANICAL CLOCK

1. Lack of illumination. a. 28 VDC absent at clock. a. Check continuity, repair or
replace wiring as necessary.
b. 28 VDC present. b. Replace faulty lamp(s).
2. Clock runs too fast or too a. Clock not regulated correctly. a. Remove clock from instrument
slow. panel following the procedures in
this section. Remove the regulator
access plug. Adjust the regulator
as required. One division on the
regulator dial equates to a one to
two minute change per day.
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EIGHT DAY CLOCK - MAINTENANCE PRACTICES
1. Eight Day Clock - (UE-1 thru UE-403, UE-405 thru UE-408, and UE-410 without kit no. 129-3003
Installed)
Maintenance required beyond that described herein shall be performed by a skilled watch maker.
A. Removal
(2) Remove screws securing bezel to the instrument panel. There is enough excess electrical wiring
to allow clock removal.
(3) Identify, tag and disconnect the electrical connector.
(4) Cap electrical connectors.
B. Installation
NOTE: The clock should be checked for accuracy before installing. Refer to EIGHT DAY CLOCK
ADJUSTMENT/TEST.
(1) Ensure electrical power is removed from the airplane (Ref. Chapter 24-40-00).
(2) Remove the cap from the electrical line.
(4) Maintain the correct clock orientation.
(5) Insert the clock into the instrument panel.
(6) Secure the clock using the previously removed screws.
(8) Confirm correct clock operation.
C. Adjustment
(1) Remove the clock from main instrument panel.
(2) Tag and disconnect the electrical connector.
(3) Remove the regulator access screw and adjust the regulator.
NOTE: The regulator is graduated (+), (-). If the clock runs fast move the regulator toward
the minus (-) sign. Conversely, if the clock runs slow move the regulator toward the
plus (+) sign. One division on the dial will alter clock rate from one to two minutes
per day.
(4) Replace regulator access screw.

(5) Matching the tag, reconnect the electrical connector. removed completely from airplane.
(6) Install clock in main instrument panel.
D. Test
(1) Energize clock by winding the hour adjustment/winding knob.
(2) Pull hour adjustment knob outward and set hand on clock to time shown on standard clock.
(3) Place clock in vertical position.
(4) Observe sweep second hand for one complete revolution.
(5) Movement should be smooth without erratic movements.
E. Inspection/Check
(1) Visually inspect the clock for security of mounting.
(2) Monitor the clock with an accurate clock and check for proper time.
(3) Operate the hour adjustment/winding knob, and set to the local time. Check positioning for
correct hour and minute hand.
(4) Operate the panel lights and check the clock dial lights intensity. This should be done at night
or in a simulated dark area.
(5) Inspect clock face for evidence of damage or loose lens.
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M850 DIGITAL CLOCK - DESCRIPTION AND OPERATION
1. General - (UE-404, UE-409, UE-411 and After or with Kit No. 129-3003 Installed)
This section describes the M850 Digital Clock. The clock has an incandescent display. It has a Select
(SEL) and Control (CTL) button. The SELECT button selects what is to be displayed and the CONTROL
button controls what is displayed. The SELECT button sequentially selects Greenwich Mean Time (GMT),
Local Time (LT), Elapsed Time (ET) and back to GMT.
NOTE: Flight Time (FT) function is not operational.

The normal operation of the M850 cannot result in accidental time setting.
NOTE: When there is no aircraft power applied to the clock CTR and SEL buttons are disabled.
GMT is in 24 hour format. To set the clock to GMT, select GMT with the SELECT button. Press SELECT
and CONTROL simultaneously to enter set mode. The tens of hours digit will start flashing. The
CONTROL button controls the flashing digit and each button push increments the digit. Once the flashing
digit is set the SELECT button selects the next digit to be set, from left to right across the display. After the
last digit is set the SELECT button will exit the clock from set mode. The GMT annunciator will resume its
normal flashing to indicate the clock is running.
LT is in 12 hour format. To set the clock to LT, select LT with the SELECT button. Enter the set mode
by pressing both buttons, the tens of hours digit will start flashing. The CONTROL button controls the
flashing digit and each button push increments the digit. Once the flashing digit is set the SELECT button
selects the next digit to be set. The minutes are synchronized with GMT and cannot be set in LT.
ET Count Up: Select ET with the SELECT button. Pressing the CONTROL button will ET counting up in
minutes, seconds until reaching 59 minutes and 59 seconds. ET will then start counting in hours and
minutes up to 99 hours and 59 minutes. Pressing the CONTROL again will reset ET to zero.
ET Count Down: Select EF with the SELECT button. Press SELECT and CONTROL simultaneously to
enter set mode. The countdown timer can now be set. The tens of hours digit will start flashing. The
CONTROL button controls the flashing digit and each button push increments the digit. Once the flashing
digit is the SELECT button selects the next digit to be set, from left to right across the display. When the
time is entered and the last digit is no longer flashing the clock is ready to start the countdown. Pressing
the CONTROL button starts the countdown. When the count reaches zero the display flashes and
continues counting up. SELECT stops the display from flashing and allows the count up to continue.
CONTROL stops the display from flashing and clears the timer.
To test the M850, hold the SELECT button down for 3 seconds and the display will read 88:88. Indicators
for GMT, LT, FT and ET will illuminate.
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M850 DIGITAL CLOCK - MAINTENANCE PRACTICES
1. M850 Digital Clock - (UE-404, UE-409, UE-411 and After or with kit no. 129-3003 Installed)
Maintenance required beyond that described herein shall be performed by a skilled watch maker.
A. Removal
(2) Remove the four screws securing the instrument to the panel.
(3) Identify, tag and disconnect the electrical connector.
(4) Cap electrical connectors.
B. Installation
(1) Ensure electrical power is removed from the airplane (Ref. Chapter 24-40-00).
(2) Remove the cap from the electrical line.
(4) Insert the clock into the instrument panel while maintaining correct clock orientation.
(5) Secure the clock with four screws.
(7) Confirm correct clock operation.
C. Test
(1) Press and hold the SELECT button down for 3 seconds and the display should read 88:88.
Indicators for GMT, LT, FT and ET will illuminate.
D. Inspection/Check
(1) Visually inspect the clock for security of mounting.
(2) Monitor the clock with an accurate clock and check for proper time and intervals.
(3) Inspect clock face for evidence of damage or loose lens.
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RECORDERS - DESCRIPTION AND OPERATION
1. FL1000 Flight Data Recorder

A. Flight Data Recorder (FDR) System
The solid-state Flight Data Recorder (FDR) is mounted on a shelf in the upper aft corner of the cargo
area. It uses solid-state flash memory technology as the recording medium. The raw data, received
under ARINC 542A format, is dc, ac, pneumatic, and from synchros. The FDR is operational any
time the battery power is ON, the 115 vac and 26 vac circuit breakers are engaged, and an inverter
is selected. There are no controls associated with the FDR. Its operation is completely automatic.
The only adjustments associated with the FDR operation are pitch control position, beta switch
engagement, and flap position switches. The instrument panel-mounted FLT RCDR OFF annunciator
provides the pilot with an indication of system operation. The FLT RCDR OFF annunciator should
extinguish approximately 5 seconds after the initial power application to the system. If the FLT RCDR
OFF annunciator illuminates again, it indicates a possible problem in the recorder or incorrect input
data to the recorder. The FDR has built in self-test circuitry. This circuitry checks and monitors the
readiness of the flight recorder.
The FDR records the following twenty-four items of data into solid-state memory for the previous 25
hours of system on-time:
Time (relative)
Altitude
Airspeed (indicated)
Total Air Temperature (TAT) (if installed)
Heading (magnetic)
Vertical Acceleration
Longitudinal Acceleration
Lateral Acceleration (if a 3-axis accelerometer is installed)
Pitch attitude
Roll attitude
Pitch control position
Prop RPM (LH engine)
Prop RPM (RH engine)
Torque (LH engine)
Torque (RH engine)
Reverse prop pitch (LH engine)
Reverse prop pitch (RH engine)
COMM 1 keying
COMM 2 keying
Event button status (if installed)
Up flap position
Approach flap position
Down flap position
Autopilot engage (if installed)
There is an Automatic Test Equipment (ATE) interface connector mounted on the front of the FDR.
This interface is capable of at least 9600 baud and conforms to EIA RS-422. It is used during bench
testing of the recorder after repairs, for testing and calibration procedures in the airplane, and with
ground support equipment to transfer data.
Testing the FDR system requires a Portable Analysis Unit (PAU) or ROSE (Read-Out Support
Equipment) Analysis Unit (RAU). The PAU/RAU is designed to be used to analyze the FDR data
while the Unit is installed in the airplane. The PAU/RAU is a portable computer that connects to the
ATE connector on the front of the FDR. It can be used to monitor systems status in real time, or to
download previously recorded data. It can also provide a hard copy (printout) of the data for record
keeping, etc. The software is a database that provides airplane-specific interpolation of the FDR
output data. This software must be ordered separately from the PAU/RAU system that comes from
L3 Communications. Refer to SPECIAL TOOLS AND EQUIPMENT, Chapter 31-00-00.
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Protection from crash and fire is provided by the Crash Survivable Storage Unit. This unit is the
assembly that contains the memory. It has inner and outer steel casings, and an exterior steel
cover. The assembly is nearly cubical in shape (approximately 7" x 7" x 4.5"), weighs approximately
14 pounds, and is electrically connected within the FDR by a 16-pin connector. It is protected
from underwater pressure down to 20,000 feet, crushing pressure up to 5,000 pounds, and impact
pressure up to 3,400 g forces. Fire protection is provided by an isothermal shield which is capable of
withstanding 1100° for 30 minutes, and thermal flux of 50,000 BTU/sq. ft./hr.
The FDR has an underwater acoustic beacon located on its front panel. The beacon is mounted on the
front of the FDR for ease of reading the battery replacement date and quick removal and replacement
of the beacon. The beacon battery is not replaceable by field personnel.
The system incorporates a remotely mounted accelerometer. The accelerometer is a self-contained,
sealed unit mounted at or near the airplane's center of gravity. It indicates vertical, longitudinal, and
(if a 3-axis accelerometer is installed) lateral acceleration. There is also an impact switch located
on the avionics shelf on the outboard side of the FDR. It interrupts FDR power upon exposure to a
predetermined g-force. To restart the FDR after switch activation, a reset button is provided on the
housing of the switch.
The pitch control position potentiometer is located above an access panel on the underside of
the fuselage just aft of the nose wheel well. It provides an analog voltage input to the FDR which
corresponds to the position of the elevator controls.
The flap position switches are located under an access panel on the top of the right wing, near the
inboard end of the inboard flap. They provide inputs to the FDR that represent the position of the
flaps.
Beta switches are located in the left side of the pedestal just forward of the power lever bellcranks.
These switches are activated when the power levers are moved into reverse thrust to provide reverse
thrust signals to the FDR. There are further details regarding the description and operation of the
Flight Data Recorder, and procedures to test the FDR independent of the airplane systems. Refer to
Chapter 31 in the MODEL 1900 AIRLINER SERIES COMPONENT MAINTENANCE MANUAL.
B. Trip and Date Encoder (If Installed)
A pedestal-mounted trip and date encoder allows input of a trip number and date to the FDR. The
encoder panel incorporates six thumb wheel switches which may used to select a four-digit trip number
and a two-digit date. The encoder panel also incorporates two push-button switches, REPEAT and
EVENT. The REPEAT button initiates a 15-minute coding cycle to the recorder. A light on the encoder
front panel illuminates for the duration of the coding cycle. The EVENT button can be used to mark
the recorded data at the user's discretion. However, initiation of the event marker will overwrite the
proper recording of Trip and Date information if it is used DURING a 15-minute coding cycle started
with the repeat button.
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RECORDERS - MAINTENANCE PRACTICES
1. F1000 Flight Data Recorder (FDR)

A. Removal
(1) Gain access to the avionics shelf just inside the upper aft corner of the cargo area (Ref. Figure
201).
(2) Remove the safety wire from the hold-down screws on the forward end of the FDR and release
the hold-downs.
CAUTION: While the static air line is disconnected from the FDR, it is possible
to press in the clamping fingers of the static air line socket. This
would make it impossible to insert the static air line connector upon
reinstallation of the FDR. Restoring the open condition of the socket
could cause damage to the fingers.
(3) Disconnect the pitot and static air lines from the forward end of the FDR.
(4) Support the pitot and static air lines above the FDR and pull the FDR straight out of its mounting
bracket.
B. Installation
(1) Gain access to the avionics shelf just inside the upper aft corner of the cargo area (Ref. Figure
201).
CAUTION: While the static air line is disconnected from the FDR, it is possible
to press in the clamping fingers of the static air line socket. This
would make it impossible to insert the static air line connector upon
reinstallation of the FDR. Restoring the open condition of the socket
could cause damage to the fingers.
(2) Support the pitot and static air lines above the FDR and push the FDR all the way into its mounting
bracket.
(3) Secure the hold-down screws on the forward end of the FDR.
(4) Connect the pitot and static air lines to the forward end of the FDR.
(5) Perform the PITOT SYSTEM TEST and STATIC SYSTEM TEST procedures and check for leaks.
Refer to Chapter 34-11-00, 201
(6) Install safety wire on the hold-down screws.
(7) Secure access to the avionics shelf.
(8) Perform the FDR SELF-TEST procedure portion of the FLIGHT DATA RECORDER (FDR) TEST
procedure.
C. Pitch Adjustment
NOTE: The elevator controls must be properly rigged before performing the following procedure
(Ref. Chapter 27).
The Read-Out Support Equipment (ROSE) Analysis Unit (RAU) may be used to download data
from the Fairchild Model F1000 Solid-State Flight Data Recorder.
(1) Ensure the airplane and RAU have been prepared to monitor the pitch control position. Perform
the TEST PREPARATION procedure portion of the FLIGHT DATA RECORDER (FDR) TEST
procedure.
(2) Ensure the flight data recorder has been self-tested. Perform the FDR SELF-TEST procedure
portion of the FLIGHT DATA RECORDER (FDR) TEST procedure.
(3) Install the elevator rigging pin (Ref. Chapter 27-00-00).
(4) Locate and remove the access cover (121DBC) to gain access to the pitch adjustment
potentiometer assembly (Ref. Chapter 06-50-00, FUSELAGE ACCESS PANELS).
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(5) Loosen the hold-down clamp on the pitch adjustment potentiometer assembly (Ref. Figure 202).
NOTE: Movement of the airplane causes drifting of the elevator position signal. Allow
the display to stabilize at each adjustment before determining accuracy of the
potentiometer setting. Tightening the hold-down clamp on the pitch adjustment
potentiometer causes the potentiometer calibration to move. This adjustment
procedure must be repeated until the clamp can be secured while maintaining the
calibration of the potentiometer.
(6) Adjust the potentiometer so the FDR output indicates 0 ± 1°.

(7) Secure the hold-down clamp to the potentiometer assembly.
(8) After securing the clamp, verify the pitch readout on the RAU.
(9) Attach a protractor (4, Table 1, 31-00-00) to the elevator control surface.
(10) Record the angle indicated on the protractor, or set the protractor to read zero degrees, to obtain
a reference angle.
(11) Remove the elevator rigging pin and support the elevator while allowing it to settle into the fully
down position.
NOTE: A failure of the FDR to indicate the proper reading at any position likely indicates
a faulty potentiometer. If the potentiometer has to be replaced, the 0° calibration
procedure (above) will have to be repeated.
(12) Record the output of the FDR at each of the specified elevator positions (Ref. Table 207).
(13) Return the elevator to the fully down position. Remove the protractor from the elevator.
(14) Install the elevator rigging pin access cover.
(15) Install the access cover (121DBC) to secure access to the pitch potentiometer assembly.
NOTE: If other FDR tests will be performed, proceed to the appropriate heading. If not,
continue with this procedure.
(16) Turn off both AC inverters.

(17) Remove electrical power from the PAU/RAU and the airplane.
(18) Disconnect the PAU/RAU and the test cable. Secure the test equipment.
D. Flap Position Switches Adjustment
The six flap position switches are located under an access panel near the inboard end of the inboard
flap on the right wing. Only the three inboard switches are used for inputs to the Flight Data Recorder
(FDR). When the flaps are up, only the innermost (S1 - Flap Up Limit Switch) switch (1) is used by
the FDR. When the flaps are down, only the third (S3 - Flight Data Recorder Flap Approach Through
Down Signal Switch) switch (3) is used. When the flaps are adjusted to 17.5° (APPR), the second
(S2 - Flight Data Recorder Flap Approach Through Up Signal Switch) switch (2) and third switch (3)
are used (Ref. Figure 203).
NOTE: The flap system must be properly rigged before performing the following procedure
WARNING: Be sure the flap system is clear of people and tools before
operating the flaps.
CAUTION: Do not exceed more than one complete flap duty cycle every 5 minutes.
NOTE: The Portable Analysis Unit (PAU) or the Read-Out Support Equipment (ROSE) Analysis
Unit (RAU) may be used to download data from the Fairchild Model F1000 Solid-State
Flight Data Recorder.
(1) Ensure the airplane and PAU/RAU have been prepared to monitor and adjust the flight data flap
position switches. Perform the TEST PREPARATION procedure portion of the FLIGHT DATA
RECORDER (FDR) TEST procedure.
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(3) Monitoring the PAU/RAU, check the FDR output at each flap position and record the results (Ref.
Table 208).
NOTE: If the operation of the flap is incorrect, perform the appropriate FLAP SYSTEM
RIGGING procedure (Ref. Chapter 27-50-05).
If other FDR tests will be performed, proceed to the appropriate heading. If not, continue
with this procedure.

E. Beta Switch Adjustment
NOTE: The beta switch engagement is audible. They can be tested without the entire test setup.
The Portable Analysis Unit (PAU) or the Read-Out Support Equipment (ROSE) Analysis Unit
(RAU) may be used to download data from the Fairchild Model F1000 Solid-State Flight
Data Recorder.
(1) Prepare the airplane and PAU/RAU to monitor the FDR readout of the beta switch status.
Perform the TEST PREPARATION procedure portion of the FLIGHT DATA RECORDER (FDR)
TEST procedure.
(2) Execute the flight data recorder self-test. Perform the FDR SELF-TEST procedure portion of the
FLIGHT DATA RECORDER (FDR) TEST procedure.
NOTE: The following procedure will be used for both beta switches. The engine controls
must be properly rigged before performing the following procedure (Ref. Chapter
76-10-00).
WARNING: Do not retard power levers into the reverse thrust range
without first ensuring the beta arm has been disconnected to
prevent damage to the engine reversing mechanism.
(3) Move both power levers back to the second stop (Ref. Figure 204).
(4) Slowly move one of the power levers back and verify the associated beta switch activates when
the lever is 0.34 to 0.84 inch (2 to 3°) aft of the second stop. Record the results (Ref. Table 211).
(5) Adjust the switch as required:
(6) Remove the left upholstery panel and gain access to the beta switches in the lower left side of
the pedestal.
(7) Loosen the screws (4) at the base of the mounting bracket to move the switch (1) closer to, or
farther away from, the cam (3) on the power lever bellcrank (2). Tighten the screws (4) after any
adjustments.
(8) Loosen the screws (5) on the switch (1) to move it vertically on the mounting bracket (6). Tighten
the screws after any adjustments.
(9) Repeat this procedure until both beta switches (1) are properly adjusted. Refer to the preceding
WARNING.
(10) Return both power levers to the first stop below maximum power.
(11) Install the left upholstery panel.

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2. Trip and Encoder (If Installed)

A. Removal
(2) Unlock the Dzus fasteners that secure the encoder in the pedestal.
(3) Lift the encoder out of the pedestal frame.
(4) Tag, disconnect, and cap the electrical connector.
B. Installation
(1) Ensure electrical power is removed from the airplane.
(2) Remove the cap from the electrical connector and attach the connector to the encoder.
(3) Position the encoder in the pedestal.
(4) Lock the dzus fasteners that secure the encoder.
(6) Confirm correct encoder operation. Perform one of the two TRIP AND DATE ENCODER TEST
procedure portions of the FLIGHT DATA RECORDER (FDR) TEST procedure.
3. Accelerometer
A. Removal
(1) Removal electrical power from the airplane.
(2) Perform the CARPET REMOVAL procedure as required (Ref. Chapter 25-20-01).
(3) Remove the cabin floorboard panel 163BTC (Ref. Chapter 06-50-00).
(4) Identify, tag and disconnect the electrical connector (1) from the accelerometer (2) (Ref. Figure
205).
(5) Remove the screws (3) and washers (4) securing the accelerometer (2) to the bracket. Remove
the accelerometer.
B. Installation
(1) Ensure electrical power is removed from the airplane.
(2) Position the accelerometer (2) on the bracket (Ref. Figure 205).
(3) Connect the electrical connector (1) to the accelerometer (2).
(5) Perform only the accelerometer portion of the FLIGHT DATA RECORDER (FDR) TEST
procedure.
(6) Secure the accelerometer to the bracket using the screws (3) and washers (4).
(7) Install the cabin floorboard panel.
(8) Perform the CARPET INSTALLATION procedure (Ref. Chapter 25-20-01).
4. Outside Air Temperature Probe (OAT Sensor)

A. Removal
(1) Removal electrical power from the airplane.
(2) Perform the SEAT REMOVAL procedure for the pilot's seat (Ref. Chapter 25-10-00).
(3) Perform the CARPET REMOVAL procedure on the pilot's side (Ref. Chapter 25-10-01).
(4) Remove flight compartment floorboard panel 121AT (Ref. Chapter 06-50-00).
(5) Identify, tag and disconnect two wires at the splices (1) (Ref. Figure 206).
(6) Remove nut (2), washer (3) and temperature probe (4) from airplane.
(7) Remove old sealer from probe installation area.
B. Installation
(1) Clean the area around the temperature probe mounting hole with naphtha (interior and exterior
skin) using a clean, lint free cloth (Ref. Chapter 20-10-00).
(2) Apply sealer (PR1440 -1/2 or PR1422 B1/2, Table 202, 20-10-00) to the interior and exterior skin
around the probe mounting hole.
(3) Insert the temperature probe (4) from the interior of the airplane through the skin (5) (Ref. Figure
206).
(4) Secure the probe (4) with the washer (3) and nut (2).
(5) Remove excess sealer from the probe installation area. Allow sealer to cure.
(6) Connect the two wires at the splices (1).
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(8) Perform the TOTAL AIR TEMPERATURE (TAT) section of the FLIGHT DATA RECORDER (FDR)
TEST procedure to check the temperature probe for proper operation.
(9) Install the flight compartment floorboard panel.
(10) Perform the CARPET INSTALLATION procedure (Ref. Chapter 25-10-01).
(11) Perform the SEAT INSTALLATION procedure (Ref. Chapter 25-10-00).
5. Flight Data Recorder (FDR) Test Procedures
NOTE: These procedures require that all avionics wiring and the pitot/static system be fully functional
and meet all requirements. The Solid State Flight Data Recorder will be referred to as the Flight
Data Recorder (FDR). If the pitot/static system is opened during these procedures, it must be
recertified after final assembly and retested to verify the results of any work completed. If more
than one of the individual tests is performed during a single maintenance operation, the TEST
PREPARATION and FDR SELF-TEST procedures only need to be performed one time.
A. Test Preparation
(1) Ensure power is removed from airplane.
NOTE: The Portable Analysis Unit (PAU) or the Read-Out Support Equipment (ROSE)
Analysis Unit (RAU) may be used to download data from the Fairchild Model F1000
Solid-State Flight Data Recorder.
If only the Flight Data Recorder operation is being checked, advance to Step (7). For
a simple "go/no-go" check of the FDR operation without use of the PAU/RAU,
advance to FDR SELF-TEST, below. If any of the individual tests will be performed,
complete the appropriate preparations here.
CAUTION: Ensure the Pitot system heating remains OFF during the
performance of these tests.
(2) Connect the pitot/static test box (3, Table 1, 31-00-00) to the pilot's and the copilot's pitot/static
system probes.
(3) Leaving the electrical connector attached, remove the mounting hardware from the
accelerometer.
(4) Remove the vertical gyro from the airplane and mount it on the tilt table (1, Table 1, 31-00-00).
(5) Connect a gyro cable extension (9, Table 1, 31-00-00) so the gyro can be checked in both the
pitch and roll axes.
(6) If the aircraft has the Total Air Temperature (TAT) system installed, temporarily attach the digital
thermometer (7, Table 1, 31-00-00) to the airplane's air data temperature sensing probe with
tape.
(7) Verify the battery is fully charged.
(8) Connect the external power source (5, Tablet 1, 31-00-00) but do not apply power (Ref. Chapter
24-00-00).
(9) Open the 115 VAC FLT DATA RCDR and the 26 VAC FLT DATA RCDR circuit breakers and
verify all other avionics and airplane systems circuit breakers are set.
(10) Connect the Portable Analysis Unit (PAU) or ROSE Analysis Unit (RAU) (2A or 2B, Table 1,
31-00-00) to the FDR at the ATE connector on the front panel.
(11) Apply power to the PAU/RAU.
(12) After the PAU/RAU initializes, select GROUND STATION/2 from the GROUP - MAIN menu.
(13) Insert the aircraft configuration database diskette (8, Table 1, 31-00-00).
(14) From the COMMAND MENU, select SELECT AIRCRAFT CONFIGURATION MENU.
(15) Select the appropriate airplane configuration.
(16) From the COMMAND MENU, select TEST FLIGHT RECORDER.
(17) From the TEST FLIGHT RECORDER menu, select SET MEMORY MARKER.
(18) Return to the COMMAND MENU.
(19) Perform the FDR SELF-TEST procedure as described below.
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B. FDR Self-Test
(1) Apply external power.
(2) Set the battery switch to the ON position.
(3) Turn on both AC inverters and verify the FLT RCDR OFF annunciator stays on.
(4) Close the 115 VAC FLT DATA RCDR circuit breaker and verify the FLT RCDR OFF annunciator
goes out and then comes back on within two minutes.
goes out within one minute.
(6) Open the 26 VAC FLT DATA RCDR circuit breaker and verify the FLT RCDR OFF annunciator
comes on within one minute.
goes out within one minute.
NOTE: If any of the individual tests will be performed, proceed to the appropriate heading.
If only the Flight Data Recorder operation is being checked, continue with this
procedure.

(9) Remove electrical power from the PAU/RAU (if installed) and the airplane.
(10) If installed, disconnect the PAU/RAU and the test cable. Secure the test equipment.
C. Pressure Altitude Test
(1) Ensure the airplane and PAU/RAU have been prepared to test the altitude readout of the FDR.
TEST procedure.
(3) Select the desired test from the FLIGHT DATA menu on the PAU/RAU.
(4) Adjust the pilot's altimeter to 29.92.
(5) Test altitude reporting at each pressure test point and record the results (Ref. Table 201).
(6) If not needed for other tests, disconnect and secure the pitot/static test equipment.

D. Indicated Airspeed
(1) Ensure the airplane and PAU/RAU have been prepared to test the airspeed readout of the FDR.
TEST procedure.
(4) Test indicated airspeed at each pitot pressure test point and record the results (Ref. Table 202).
(5) If not needed for other tests, disconnect and secure the pitot/static test equipment.

E. Total Air Temperature (TAT) (If Installed)
(1) Ensure the airplane and PAU/RAU have been prepared to test the TAT readout of the FDR.
TEST procedure.
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(4) Check the FDR readout of TAT and record the results (Ref. Table 203).
(5) Remove the thermometer from the air data temperature probe.

F. Accelerometer
(1) Ensure the airplane and PAU/RAU have been prepared to test the accelerometer readout of the
FDR. Perform the TEST PREPARATION procedure portion of the FLIGHT DATA RECORDER
(FDR) TEST procedure.
(4) Test the accelerometer readout in each of the following positions and record the results (Ref.
Table 204).
(5) Turn the accelerometer so the UP/DOWN arrow is pointed up.
(6) Turn the accelerometer so the UP/DOWN arrow is pointed horizontally.
(7) Turn the accelerometer so the UP/DOWN arrow is pointed down.
(8) Turn the accelerometer so the FWD/AFT arrow is pointed up.
(9) Turn the accelerometer so the FWD/AFT arrow is pointed horizontally.
(10) Turn the accelerometer so the FWD/AFT arrow is pointed down.
(11) If the accelerometer under test provides lateral coverage, test the FDR readout of the
accelerometer in each of the following positions and record the results (Ref. Table 204).
(12) Turn the accelerometer so the LT/RT arrow is pointed up.
(13) Turn the accelerometer so the LT/RT arrow is pointed horizontally.
(14) Turn the accelerometer so the LT/RT arrow is pointed down.
(15) Install the accelerometer using its mounting hardware.

G. Attitude
(1) Ensure the airplane and PAU/RAU have been prepared to test the FDR readout of the vertical
gyro inputs. Perform the TEST PREPARATION procedure portion of the FLIGHT DATA
(4) Tilt the vertical gyro to each pitch test point and record the FDR output (Ref. Table 205).
(5) Tilt the vertical gyro to each roll test point and record the FDR output (Ref. Table 206).
(6) Remove electrical power from the airplane and install the vertical gyro.
NOTE: If other FDR tests will be performed, apply electrical power to the airplane and
proceed to the appropriate heading. If not, continue with this procedure.

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H. Pitch Control Position

(1) Ensure the airplane and PAU/RAU have been prepared to test the FDR readout of pitch
control position. Perform the TEST PREPARATION procedure portion of the FLIGHT DATA
NOTE: The elevator controls must be properly rigged before performing the following
checks (Ref. Chapter 27-00-00).
(4) Attach a protractor (4, Table 1, 31-00-00) to the elevator control surface.
(5) Record the angle indicated on the protractor, or set the protractor to read zero°, to obtain a
reference angle.
(6) Test the FDR readout of the pitch control position (Ref. Table 207).
(7) If necessary, calibrate the pitch position potentiometer. Refer to FLIGHT DATA RECORDER -
PITCH ADJUSTMENT.

I. Flap Position Switches
(1) Ensure the airplane and PAU/RAU have been prepared to test the FDR readout of the flight
data flap position switches. Perform the TEST PREPARATION procedure portion of the FLIGHT
DATA RECORDER (FDR) TEST procedure.
(4) Test the FDR readout of the flap position switches (Ref. Table 208).
(5) If necessary, calibrate the flap position switches. Refer to FLIGHT DATA RECORDER - FLAP
LIMIT SWITCHES ADJUSTMENT.

J. Communication Events
(1) Ensure the airplane and PAU/RAU have been prepared to test the FDR readout of the pilot's and
copilot's microphone (PTT) conditions. Perform the TEST PREPARATION procedure portion of
the FLIGHT DATA RECORDER (FDR) TEST procedure.
(4) Tune Comm 1 and Comm 2 transceivers to 121.7 MHz.
(5) Monitoring the PAU/RAU, test the FDR readout of the communications microphone keying and
record the results (Ref. Table 209).
(6) Select COMM 1 with the MIC SELECT switch on the pilot's audio panel.
(7) Press the mic key on the pilot's control wheel and hold for approximately 3 seconds. Record the
results.
(8) Select COMM 2 with the MIC SELECT switch on the pilot's audio panel.
(9) Press the mic key on the pilot's control wheel and hold for approximately 3 seconds. Record the
results.
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(10) Select COMM 1 with the MIC SELECT switch on the copilot's audio panel.
(11) Press the mic key on the copilot's control wheel and hold for approximately 3 seconds. Record
the results.
(12) Select COMM 2 with the MIC SELECT switch on the copilot's audio panel.
(13) Press the mic key on the copilot's control wheel and hold for approximately 3 seconds. Record
the results.

(15) Remove electrical power from the airplane and the PAU/RAU.
K. Trip and Encoder (IF Installed) Test
(1) Apply power to the airplane. Turn on both AC inverters.
(2) Press and hold for approximately three seconds the REPEAT button.
(3) Verify the annunciator on the trip and date encoder front panel illuminates for 15 minutes.
(4) Turn off both AC inverters. Remove electrical power from the airplane.
L. Trip and Encoder (If Installed) Test with Ground Test Equipment
(1) Ensure the airplane and PAU/RAU have been prepared to test the FDR readout of the trip
and date encoder. Perform the TEST PREPARATION procedure portion of the FLIGHT DATA
(4) Monitor the PAU/RAU and test the trip and date encoder. Record the results (Ref. Table 210).
(5) Press and hold the EVENT button.
(6) Verify the FDR indication as long as the button is held in.
(7) Select 999939 with the trip and date encoder thumb wheels.
(8) Press and hold the REPEAT button for approximately three seconds.
(9) Verify the FDR readout of the trip and date information and that the annunciator on the trip and
date encoder front panel illuminates for 15 minutes.

M. Beta Switches
(1) Ensure the airplane and PAU/RAU have been prepared to test the FDR reporting of beta switch
engagement. Perform to the TEST PREPARATION procedure portion of the FLIGHT DATA
NOTE: The beta switch engagement is audible. They can be tested without the entire test
setup. The following procedure will be used for both beta switches. The engine
controls must be properly rigged before performing the following procedure (Ref.
Chapter 76-10-00).
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CAUTION: Do not retard power levers into the reverse thrust range without first
ensuring the beta arm has been disconnected to prevent damage
to the engine reversing mechanism.
(4) Move both power levers back to the second stop.
(5) Slowly move one of the power levers back and verify the associated beta switch activates when
the lever is 0.34 to 0.84 inch (2 to 3°) aft of the second stop. Record the results (Ref. Table 211).
(6) Repeat this procedure for the other power lever and beta switch.
(7) Return both power levers to the first stop below maximum power.

N. Autopilot Engage (If Installed)
(1) Ensure the airplane and PAU/RAU have been prepared to test the FDR reporting of autopilot
engagement. Perform the TEST PREPARATION procedure portion of the FLIGHT DATA
(4) Engage the autopilot.
(5) Verify the readout on the PAU/RAU and record the results (Ref. Table 211).
(6) Disengage the autopilot.
(7) Verify the readout on the PAU/RAU and record the results (Ref. Table 211).

O. Engine Torque
(1) Ensure the airplane and PAU/RAU have been prepared to test FDR readout of engine torque.
TEST procedure.
(4) Connect the torque system calibrator (6, Table 1, 31-00-00) to the torque transducer of the RH
engine.
(5) Monitor the torque gauge and adjust the regulated pressure to each of the pressure test points
(Ref. Table 215).
(6) Record the FDR output at each test point.
(7) Remove the regulated source from the RH engine.
(8) Connect the torque system calibrator to the torque transducer of the LH Engine.
(9) Monitor the torque gauge and adjust the regulated pressure to each of the pressure test points
(Ref. Table 216).
(10) Record the FDR output at each test point.

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(13) Disconnect the torque system calibrator.

P. Engine RPM
(1) Ensure the airplane and PAU/RAU have been prepared to test the FDR readout of the RPM
of both engines. Perform the TEST PREPARATION procedure portion of the FLIGHT DATA
(4) Start the right engine and allow all systems to stabilize. Refer to the 1900D AIRLINER FAA
APPROVED AIRPLANE FLIGHT MANUAL.
(5) Monitoring the appropriate tachometer, adjust the engine to each of the RPM test points and
(6) Start the left engine and allow all systems to stabilize. Refer to the 1900D AIRLINER FAA
APPROVED AIRPLANE FLIGHT MANUAL.
(7) Monitoring the appropriate tachometer, adjust the engine to each of the RPM test points and
(8) Shut down both engines. Refer to the 1900D AIRLINER FAA APPROVED AIRPLANE FLIGHT
MANUAL.

Q. Magnetic Heading
(1) Move the airplane to a magnetically clean ramp area.
(2) Ensure the airplane and PAU/RAU have been prepared to test the FDR readout of the
magnetic heading. Perform the TEST PREPARATION procedure portion of the FLIGHT DATA
(5) Turn the airplane to each heading test point and record the FDR output (Ref. Table 212).

R. Downloading Data from Flight Data Recorder
NOTE: The Portable Analysis Unit (PAU) or the ROSE (Read-Out Support Equipment) Analysis
Unit (RAU) may be used to download data from the Fairchild Model F1000 Solid-State
Flight Data Recorder. Only the RAU may be used to download data from the Fairchild
Model FA2100 Flight Data Recorder (2, Table 1, 31-00-00) for information on the PAU
and RAU. Information on downloading procedures is supplied with the PAU and RAU or
may be found in the various L3 Communications manuals or in Chapter 31-00-00 of the
Model 1900 Airliner Series Component Maintenance Manual.

(2) Gain access to the Flight Data Recorder.
(3) Connect the PAU or RAU (2A or 2B, Table 1, 31-00-00) to the Flight Data Recorder.
(4) Supply electrical power to the airplane.
(5) Download the required data from the Flight Data Recorder.
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Table 201. GROUND TEST DATA - ALTITUDE
Date of Test Recorder Type: Playback Ref Manometer

S703-1000-00
Serial: Type: Type:
Test No. Serial: Serial:
A/C Reg:
Test Point/ Ref Alt Ref Alt Pilot's FDR FDR System Tolerance
Time Manometer Equivalent Altimeter Readout (ft) Variance (ft)
(In Hg) Altitude (ft) Reading (ft) (ft)(Ref vs
Actual)
1/ 31.019 -1,000 ±
100
2/ 30.466 -500 ±
100
3/ 29.921 0 ±
100
4/ 29.385 500 ±
100
5/ 28.856 1,000 ±
100
6/ 20.577 10,000 ±
150
7/ 13.750 20,000 ±
300
8/ 11.104 25,000 ±
375
9/ 13.750 20,000 ±
300
10/ 20.577 10,000 ±
150
11/ 28.856 1,000 ±
100
12/ 29.385 500 ±
100
13/ 29.921 0 ±
100
14/ 30.466 -500 ±
100
15/ 31.019 -1,000 ±
100
Performed by: Checked by: Approved by:
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Table 202. GROUND TEST DATA - INDICATED AIR SPEED
Date of Test Recorder Type: Playback Ref Manometer

S703-1000-00
Serial: Type: Type:
A/C Reg:
Test Point/ Ref Arspd Ref Arspd Pilot's FDR FDR System Tolerance
Time Manometer Equivalent Arspd Ind Readout Variance (kts)
(In Hg) Airspeed Reading (kts) (Ref vs
(kts) (kts) Actual) (kts)
1/ 29.92 50 ±
10
2/ 29.92 ±
10
3/ 150 ±
10
4/ 29.92 250 ±
10
5/ 29.92 150 ±
10
6/ 29.92 100 ±
10
7/ 29.92 50 ±
10
Table 203. GROUND TEST DATA - TOTAL AIR TEMPERATURE (TAT) (IF INSTALLED)
Date of Test Recorder Type: Playback Ref Thermometer

S703-1000-00
Serial: Type: Type:
A/C Reg:
Test Point Time Digital Temp Pilot's TAT FDR FDR System Tolerance
Ind - (C°) (C°) Readout (C°) Variance (C°)
(Ambient) (C°) (Ref vs
Actual)
1 ±
2
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Table 204. GROUND TEST DATA - ACCELEROMETER
Date of Test Recorder Type: Playback Ref Transducer

S703-1000-00
Serial: Type: Type:
A/C Reg:
Test Point Axis Reference FDR FDR System Tolerance Time
Input Readout Variance (g's)
(g's) (g's) (Ref vs
Actual)
1 Vertical + 1 g ±
(UP/DWN 0.2
arrow is UP)
2 Vertical 0 g (UP/DWN ±
arrow is 0.2
HORIZ)
3 Vertical - 1 g (UP/ ±
DWN arrow 0.2
is DWN)
4 Longitudinal + 1 g ±
(FWD/AFT 0.2
arrow is UP)
5 Longitudinal 0 g (FWD/ ±
AFT arrow is 0.2
HORIZ)
6 Longitudinal - 1 g (FWD/ ±
AFT arrow is 0.2
DWN)
7 Lateral (if + 1 g (LT/RT ±
installed) arrow is UP) 0.2
8 Lateral (if 0 g (LT/RT ±
installed) arrow is 0.2
HORIZ)
9 Lateral (if - 1 g (LT/RT ±
installed) arrow is 0.2
DWN)
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Table 205. GROUND TEST DATA - PITCH ATTITUDE
Date of Test Recorder Type: Playback Inclinometer

S703-1000-00
Serial: Type: Type:
A/C Reg:
Test Point/ Reference ----- Pilot's FDR FDR System Tolerance
Time Attitude Attitude Ind Readout Variance
(Deg) (Deg) (Deg) (Ref
vs Actual)
1/ 30° UP ----- ±
2°
2/ 0° ----- ±
2°
3/ 30° DWN ----- ±
2°
4/ 0° ----- ±
2°
Table 206. GROUND TEST DATA - ROLL ATTITUDE

S703-1000-00
Serial: Type: Type:
A/C Reg:
vs Actual)
1/ 0° ----- ±
2°
2/ 45° LEFT ----- ±
2°
3/ 60° LEFT ----- ±
2°
4/ 0° ----- ±
2°
5/ 45° RIGHT ----- ±
2°
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Table 206. GROUND TEST DATA - ROLL ATTITUDE (continued)

S703-1000-00
Serial: Type: Type:
A/C Reg:
vs Actual)
6/ 60° RIGHT ----- ±
2°
7/ 0° ----- ±
2°
Table 207. GROUND TEST DATA - PITCH CONTROL POSITION
Date of Test Recorder Type: Playback

S703-1000-00
Serial: Type:
Test No. Serial:
A/C Reg:
Test Point Reference Direction Time FDR ----- Tolerance
Position of Travel Readout
(Elevator) (Controls) (Deg)
1 -14° FWD ----- ±
1°
2 -10° FWD ----- ±
1°
3 -5° FWD ----- ±
1°
4 -0° --- ----- ±
1°
5 +5° AFT ----- ±
1°
6 +10° AFT ----- ±
1°
7 +15° AFT ----- ±
1°
8 +20° AFT ----- ±
1°
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Table 208. GROUND TEST DATA - FLAP POSITION

S703-1000-00
Serial: Type:
Test No. Serial:
A/C Reg:
Test Point/ Flap Control FDR ----- ----- ----- -----
Time Position Readout
1/ UP ----- ----- ----- -----
2/ APPR ----- ----- ----- -----
3/ DWN ----- ----- ----- -----
4/ UP ----- ----- ----- -----
Table 209. GROUND TEST DATA - COMMUNICATIONS EVENTS

S703-1000-00
Serial: Type:
Test No. Serial:
A/C Reg:
Test Point Comm Status (Unkeyed) Comm Status (Keyed) -----
COMM 1, Pilot's Mic -----
COMM 1, Copilot's Mic -----
COMM 2, Pilot's Mic -----
COMM 2, Copilot's Mic -----
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Table 210. GROUND TEST DATA - TRIP AND DATE ENCODER
Date of Test Recorder Type: S703-1000-00 Playback

Serial: Type:
Test No. Serial:
A/C Reg:
Test Point Status (Engaged) Status Readout Correct Tolerance
(Disengaged)
Event Button ----- -----
Repeat Button ----- -----
Thumb wheels ----- ----- 15 mins
Annunciator ----- 15 mins
Table 211. GROUND TEST DATA - AUTOPILOT ENGAGE AND BETA SWITCHES
Date of Test Recorder Type: S703-1000-00 Playback

Serial: Type:
Test No. Serial:
A/C Reg:
Test Point/ Time Autopilot Engaged Autopilot Beta Switch Beta Switch
(Status) Disengaged Status (Normal) Status (Reverse)
(Status)
Left Autopilot ----- -----
Right Autopilot ----- -----
Left Power Lever ----- -----
Right Power Lever ----- -----
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Table 212. GROUND TEST DATA - HEADING

S703-1000-00
Serial: Type:
Test No. Serial:
A/C Reg:
Test Point Time Reference Pilot's HSI FDR FDR System Tolerance
Input Reading Readout Variance
vs Actual)
1 000° ±
2°
2 090° ±
2°
3 180° ±
2°
4 270° ±
2°
Table 213. GROUND TEST DATA - PROP RPM - RH ENGINE

S703-1000-00
Serial: Type:
Test No. Serial:
A/C Reg:
Test Point Time RH PropTa- ----- FDR FDR System Tolerance
chometer Readout Variance
(RPM) (RPM) (RPM) (Ref
vs Actual)
1 1100 ----- ±
5%
2 1200 ----- ±
5%
3 1400 ----- ±
5%
4 1600 ----- ±
5%
5 1700 ----- ±
5%
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Table 214. GROUND TEST DATA - PROP RPM - LH ENGINE

S703-1000-00
Serial: Type:
Test No. Serial:
A/C Reg:
Test Point Time LH PropTa- ----- FDR FDR System Tolerance
chometer Readout Variance
(RPM) (RPM) (RPM) (Ref
vs Actual)
1 1100 ----- ±
5%
2 1200 ----- ±
5%
3 1400 ----- ±
5%
4 1600 ----- ±
5%
5 1700 ----- ±
5%
Table 215. GROUND TEST DATA - TORQUE - RH ENGINE

S703-1000-00
Serial: Type:
Test No. Serial:
A/C Reg:
Test Point/ Test Pres- Equiv Torqueme- FDR FDR System Tolerance
Time sure(PSI) Torque (ft lb) ter RH En- Readout (ft Variance (ft (Torque-
gine (ft lb) lb) lb) (Ref vs meter vs
(See Note) Actual) FDR)
1/ 10 836 ±
5%
2/ 20 1673 ±
5%
3/ 30 2509 ±
5%
4/ 40 3345 ±
5%
5/ 43.34 3625 ±
5%
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Table 215. GROUND TEST DATA - TORQUE - RH ENGINE (continued)

S703-1000-00
Serial: Type:
Test No. Serial:
A/C Reg:
Time sure(PSI) Torque (ft lb) ter RH En- Readout (ft Variance (ft (Torque-
6/ 50 4182 ±
5%
7/ 59.78 5000 ±
5%
NOTE: Aircraft torque indicator tolerances are provided in Chapter 77-10-00 of this manual
(Ref. Table 201 or Table 202, 77-10-00) as applicable depending upon the aircraft
effectivity.
Table 216. GROUND TEST DATA - TORQUE - LH ENGINE

S703-1000-00
Serial: Type:
Test No. Serial:
A/C Reg:
Time sure(PSI) Torque (ft lb) ter LH En- Readout (ft Variance (ft (Torque-
1/ 10 836 ±
5%
2/ 20 1673 ±
5%
3/ 30 2509 ±
5%
4/ 40 3345 ±
5%
5/ 43.34 3625 ±
5%
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Table 216. GROUND TEST DATA - TORQUE - LH ENGINE (continued)

S703-1000-00
Serial: Type:
Test No. Serial:
A/C Reg:
Time sure(PSI) Torque (ft lb) ter LH En- Readout (ft Variance (ft (Torque-
6/ 50 4182 ±
5%
7/ 59.78 5000 ±
5%
NOTE: Aircraft torque indicator tolerances are provided in Chapter 77-10-00 of this manual
(Ref. Table 201 or Table 202, 77-10-00) as applicable depending upon the aircraft
effectivity.
6. Recorders - F1000 Flight Data Recorder

A. Functional and Operational Check
The following information provides a way, but not the only way to perform operational and functional
testing of the L3 F1000 Flight Data Recorder (FDR) on 1900D aircraft as installed by Textron Aviation
Inc. Additional parameters may be installed by STC. Refer to certificate holder for these parameters.
Most recorded parameters can be operationally and functionally checked by reviewing flight data.
Some parameters may need to be monitored during ground test if they are not activated during flight
or do not show sufficient range within the flight data being evaluated. For example, if thrust reverse
is not typically used, ground test may be used to verify operation.
Pitch Control Position should be examined with ground recording or test since full travel will typically
not be recorded during a flight. Comm-1 Key and Comm-2 Key may just as easily be examined or
recorded at the same time in case one of them is not typically used during a flight. These parameters
can be exercised while recording and then evaluated after data is downloaded. Alternatively, they can
be evaluated on the aircraft prior to or after download of flight data.
B. Recording of Pitch Control Position, Comm Key and OAT
NOTE: Alternative method is to monitor readings on aircraft with the Read-Out Support
Equipment (ROSE) Analysis Unit (RAU).
(1) Perform APPLYING GROUND POWER procedures (Ref. Chapter 24-40-00).

(2) Turn both LEFT and RIGHT AC BUSS switches to the ON position and place the AVIONICS
switch to the AVIONICS position.
(3) Tune COMM-1 and COMM-2 to unused frequencies.
(4) Elevator position is normally at full down. Use aircraft control wheel to raise elevator to the full
up position and hold for at least two seconds to allow FDR time to sample and record.
(5) Relax control wheel to the full down position.
(6) Key COMM-1 for at least two seconds to allow FDR time to sample and record.
(7) Key COMM-2 for at least two seconds to allow FDR time to sample and record.
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(8) Record value of OAT (Outside Air Temperature) from cockpit indicator in Table 217.
NOTE: Any system recorded by the FDR may be exercised prior to download or monitored
thru the RAU on the airplane in order to provide additional data for use in the FDR
FUNCTIONAL/OPERATIONAL EVALUATION.
Some systems may require exercising if they were not activated during the downloaded
flights. The most likely systems are:THRUST REVERSE LEFT/RIGHT, FLAP
POSITION, COMM 2 and AUTOPILOT ENGAGE (if installed).
(9) If no longer needed perform REMOVING GROUND POWER procedures (Ref. Chapter 24-40-
00).
C. Automatic Test and Download
NOTE: Use of the RAU is recommended as L3 Communications is phasing out support of the
Portable Analysis Unit (PAU).
(1) Gain access to the Flight Data Recorder (Ref. Figure 201).
(2) Connect the ROSE Analysis Unit (RAU) (2B, Table 1, 31-00-00) to the FDR at the ATE connector
on the front panel.
(4) From RAU, perform Single Pass of Recorder Automatic Test and verify PASS (Ref. L3
Communications manuals supplied with RAU) or (Ref. Chapter 31 of the Beech 1900 Airliner
Series Component Maintenance Manual).
(5) Download all data for evaluation.
(6) Disconnect the RAU (2B, Table 1, 31-00-00) from the Flight Data Recorder.
(7) If no longer needed perform REMOVING GROUND POWER procedures (Ref. Chapter 24-40-
00).
7. FDR Functional/Operational Evaluation

Use the downloaded data to complete Table 217.
NOTE: If the data for a particular system is not available or if the readings are not within stated
tolerances the FDR INSTALLATION TESTS and/or ADJUSTMENTS in the beginning of this
Chapter may be required.
Table 217. Flight Data Recorder (FDR) Functional/Operational Evaluation
A/C Reg: Date of Test

A/C Serial: A/C Total Time
A. Pitch Control Position
Functional/Operational Evaluation INITIALS
NOTE:
If desired or additional correlation is needed, elevator position can be evaluated on the aircraft.
1. At full down shows within 1° of elevator down
limit.
2. At full up shows within 1° of elevator up limit.
B. OAT (If Installed)
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NOTE:
Not applicable if FDR not equipped with OAT probe. If cockpit display and RAU values do not
correlate,temperature may need to be sampled next to FDR OAT probe for comparison.
1. OAT reading from cockpit
indicator___________.OAT reading
from RAU__________. Readings must
match within 2°C.
C. Flight Events Graph

1. COMM 1 KEY
a. Normally 1 (blank on scrolling display
report).
b. When keyed, shows 0.
2. COMM 2 KEY
report).
3. AP ENG (If installed)
report).
NOTE:
If these cannot be verified, use the Flight Data Recorder wiring diagram to troubleshoot.
D. Basic Flight Graph 1

1. TIME (RELATIVE)
a. Continuous during the displayed flight
with no drop-outs.
2. ALTITUDE (PRESSURE)
a. Shows value commensurate with
departure airport elevation at take-off.
b. Shows a climb.
c. Shows level cruise flight.
d. Shows airport elevation commensurate
with destination airport at landing.
3. HEADING (MAGNETIC)
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NOTE:
Alternatively, Heading may be monitored while Pilot Heading display is manually slewed. Pilot display and
RAU read-out should agree to within 2°.
a. Shows heading commensurate with
runway heading at departure airport.
b. Shows heading commensurate with
runway heading at destination airport.
c. No discontinuities or drop-outs in data.
4. PITCH ATTITUDE
a. Positive at departure with increasing
altitude.
b. Pitch attitude value commensurate with
climb (typically 10°±5°).
c. Negative on descent to destination
airport.
d. No discontinuities or drop-outs in data.
5. ROLL ATTITUDE
a. Shows right wing down (positive values)
with increasing heading (tolerance ±.2°).
b. Shows left wing down (minus values)
with decreasing heading (tolerance ±.2°)
c. No discontinuities or drop-outs in data.
6. AIRSPEED
a. Shows value commensurate with rotation
speed at take-off (100 to 120 kts typical).
b. Shows value commensurate with cruise
in level cruise flight.
c. Shows value commensurate with landing
at destination airport.
7. VERTICAL ACCELERATION
a. Shows values near 1G during taxi and
level flight.
b. Shows increase when airplane is turning
in flight (correlate with roll attitude and
heading).
E. Basic Flight Graph 2
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1. LONGITUDINAL ACCELERATION
a. Show value near zero (within ± 0.2G) at
rest after application of power.
b. Shows increase with increase of airspeed
for take-off (+0.4° typical).
c. Shows decrease with activation of thrust
reverse (goes negative).
NOTE:
Significant decrease may not be present if reverse or
braking is not used.
F. Engine Power Graph

1. PROP RPM LEFT/RIGHT
a. Shows idle (1000 RPM typical) prior to
departure.
b. Shows full governed speed (1700 RPM
typical) at take-off.
c. Shows reduction for cruise (1500 RPM
typical).
2. PROP RPM LEFT/RIGHT
a. Shows increase at take-off (3600 to 3700
foot-pounds typical).
b. Shows decrease shortly after RPM
decrease.
c. Shows decrease for descent and landing
(values less than 1000 foot-pounds are
typical).
G. Engine Reverse Graph

1. REVERSE PROP LEFT/RIGHT
a. Indicates zero during flight (blank on
scrolling display).
b. Indication of prop reverse (value of 1)
after landing.
c. Propeller RPM increases from 1000
RPM to 1500 RPM during reverse.
H. Flap Position Graph
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NOTE:
For FLAP DECIMAL expect: UP 1936 to 2436, APPROACH (17°) 2558 to 3058 and DOWN 3681 to 4181.
1. Flap UP is indicated most of the time on the
ground and in the air.
2. Flap APPROACH (17°) and/or Flap DOWN
are indicated prior to take-off during preflight
test.
NOTE:
May not be present and verification not required.
3. Flap APPROACH (17°) and Flap DOWN are
indicated during approach prior to landing.
4. Return to flap UP indication after landing.
EVALUATION COMPLETED
I certify that this evaluation has been satisfactorily completed and that the airplane is approved for
return to service.
INSPECTOR____________________________________
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CENTRAL WARNING SYSTEM - DESCRIPTION AND OPERATION
1. General
A. Annunicator System
(1) The annunciator system consists of a warning annunciator panel (with red readout) centrally
located in the glareshield, and a caution/advisory/status annunciator panel (caution - yellow,
advisory - green and white - status) located on the center subpanel. Two red MASTER
WARNING flashers located in the glareshield (one in front of the pilot and one in front of the
copilot) are a part of the system as are two yellow MASTER CAUTION flashers (located just
inboard of the MASTER WARNING flashers), and a PUSH-TO-TEST switch located on the
copilot's side of the warning annunciator panel.
(2) The annunciators are of the word-readout type. Whenever a fault condition covered by the
annunciator system occurs, a signal is generated and the appropriate annunciator is illuminated.
(3) If the fault requires the immediate attention and reaction of the pilot, the appropriate red warning
annunciator in the warning annunciator panel illuminates and both MASTER WARNING
flashers begin flashing. Any illuminated annunciator in the warning annunciator panel will
remain illuminated until the fault is corrected. However, the MASTER WARNING flashers can
be extinguished by depressing the face of either MASTER WARNING flasher, even if the fault
is not corrected. In such a case, the MASTER WARNING flashers will again be activated if
an additional warning annunciator illuminates. When a warning fault is corrected, the affected
warning annunciator will extinguish, but the MASTER WARNING flashers will continue flashing
until one of them is depressed.
(4) Whenever a covered fault occurs that requires the pilot's attention but not his immediate reaction,
the appropriate yellow caution annunciator in the caution/advisory panel illuminates, and both
MASTER CAUTION flashers begin flashing. The flashing MASTER CAUTION lights can be
extinguished by pressing the face of either of the flashing lights. Subsequently, when any caution
annunciator illuminates, the MASTER CAUTION flashers will be activated again. An illuminated
caution annunciator on the caution/advisory annunciator panel will remain illuminated until the
fault condition is corrected, at which time it will extinguish. The MASTER CAUTION flashers will
continue flashing until one of them is depressed.
(5) The caution/advisory/status annunciator panel also contains the green and white status advisory
annunciators. There are no master flashers associated with these annunciators. An advisory
annunciator can be extinguished only by changing the condition indicated by the annunciator.
(6) The warning annunciators, caution annunciators, advisory annunciators, white status
annunciators, and yellow MASTER CAUTION flashers feature a bright and a dimming mode
of illumination intensity. The dimming mode will be selected automatically whenever all the
following conditions are met: A generator is on line, the OVERHEAD FLOOD LIGHTS switch is
in the OFF position, the PILOT FLIGHT LIGHTS switch is in the ON position, and the ambient
light level in the cockpit (as sensed by a photoelectric cell located in the overhead light control
panel) is below a preset value. Unless all these conditions are met, the bright mode will be
selected automatically. The MASTER WARNING flashers do not have a dimming mode.
(7) The ANN PWR SOURCE annunciator located in the caution/advisory panel, indicates a partial
loss of annunciator light power to the following annunciator lights: L and R FUEL FEED, L
and R FW VALVE, L and R BK DI OVHT, L and R ENG ICE FAIL, HYDR FLUID LOW, BAT
CHARGE, MAN STEER FAIL, PWR STEER FAIL, L and R ENVIR OFF, ANTI SKID FAIL, L
and R PITOT HEAT, L and R AC BUS, FWD CABIN DOOR, AFT CABIN DOOR, L and R OIL
PRESS, CABIN ALT, L and R ENVIR FAIL, CABIN DIFF PRESSURE, STALL WARN HEAT,
FUEL CROSS TRANSFER.
Table 1. WARNING ANNUNCIATORS LEGENDS
L FUEL PRESS LO CABIN ALT HI ---------- CAB DIFF HI R FUEL PRESS LO

L OIL PRESS LO L ENVIR FAIL CABIN DOOR R ENVIR FAIL R OIL PRESS LO
---------- L AC BUS CARGO DOOR R AC BUS ----------
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Table 1. WARNING ANNUNCIATORS LEGENDS (continued)

L BL AIR FAIL * A/P TRIM FAIL * ARM EMER * A/P DISC R BL AIR FAIL
LITES
---------- ---------- ---------- ---------- ----------
* = Optional
Table 2. WARNING ANNUNCIATORS DEFINITION
NOMENCLATURE COLOR CAUSE FOR ILLUMINATION

L FUEL PRESS LO RED Left fuel pressure low.
CABIN ALT HI RED Cabin altitude exceeds 10,000
feet.
CAB DIFF HI RED Cabin pressure differential high.
R FUEL PRESS LO RED Right fuel pressure low.
L OIL PRESS LO RED Oil pressure failure in left engine.
L ENVIR FAIL RED Left environmental air duct over
temp or over pressure.
CABIN DOOR RED Forward cabin door open or not
secure.
R ENVIR FAIL RED Right environmental air duct over
temp or over pressure.
R OIL PRESS LO RED Oil pressure failure in right engine.
L AC BUS RED Left AC bus has inoperative
inverter.
CARGO DOOR RED Cargo door open or not secure.
R AC BUS RED Right AC bus has inoperative
inverter.
L BL AIR FAIL RED Melted or failed left bleed air failure
warning line or system off.
* A/P TRIM FAIL RED Improper trim or no trim from
autopilot trim command.
* ARM EMER LITES RED Power is on the triple fed bus and
emergency exit lighting system is
not armed.
* A/P DISC RED Autopilot is disconnected by
means other than pilot's switch.
R BL AIR FAIL RED Melted or failed right bleed air
failure warning line or system off.
* = Optional
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Table 3. CAUTION/ADVISORY/STATUS ANNUNCIATORS LEGENDS
L DC GEN L FUEL QTY STALL HEAT BATTERY ---------- R FUEL QTY R DC GEN
CHARGE
L FW VALVE L COL TANK L GEN TIE BATT TIE R GEN TIE R COL TANK R FW VALVE
LOW OPEN OPEN OPEN LOW
L ENG ICE * L BK DI HYD FLUID * ANTI SKID ANN PWR * R BK DI R ENG ICE
FAIL OVHT LOW FAIL SOURCE OVHT FAIL
L FIRE LOOP L PITOT XFER VALVE * PWR * MAN R PITOT R FIRE
HEAT FAIL STEER FAIL STEER FAIL HEAT LOOP
L NO AUX AUTO- ---------- PITCH TRIM ---------- AFX R NO AUX
XFR FTHER OFF OFF DISABLE XFR
INBD WG YD/RB FAIL ---------- TAIL DEICE ---------- RUD BOOST OUTBD WG
DEICE OFF DEICE
L AUTO- L IGNITION ---------- * PWR ---------- R IGNITION R AUTO-
FEATHER ON STEER ON FEATHER
ENGA
L ENG * L BK DEICE ---------- MAN TIES ---------- * R BK R ENG
ANTI-ICE ON CLOSE DEICE ON ANTI-ICE
L ENVIR OFF RDR PWR FUEL TAXI LIGHT ---------- EXTERNAL R ENVIR
ON TRANSFER POWER OFF
* = Optional
Table 4. CAUTION/ADVISORY/STATUS ANNUNCIATORS DEFINITION

L DC GEN AMBER Left generator off line.
L FUEL QTY AMBER Left fuel quantity below 365
pounds of usable fuel.
STALL HEAT AMBER Insufficient heat on stall warning
transducer to prevent icing.
BATTERY CHARGE AMBER Excessive charge rate on battery.
R FUEL QTY AMBER Right fuel quantity below 365
pounds of usable fuel.
R DC GEN AMBER Right generator off line.
L FW VALVE AMBER Left fuel firewall valve has not
reached its selected position.
L COL TANK LOW AMBER Left fuel system collector tank
below 54 pounds of usable fuel
(8 minutes normal cruise at 160
KIAS, 10,000 feet).
L GEN TIE OPEN AMBER Left Gen Bus isolated from center
bus.
BATT TIE OPEN AMBER Battery isolated from generator
buses.
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Table 4. CAUTION/ADVISORY/STATUS ANNUNCIATORS DEFINITION (continued)

R GEN TIE OPEN AMBER Right Gen Bus isolated from center
bus.
R COL TANK LOW AMBER Right fuel system collector tank
below 54 pounds of usable fuel
(8 minutes normal cruise at 160
KIAS, 10,000 feet).
R FW VALVE AMBER Right fuel firewall valve has not
reached its selected position.
L ENG ICE FAIL AMBER Left ice vane malfunction. Ice vane
has not attained proper position.
* L BK DI OVHT AMBER Melted or failed left brake deice
plumbing failure warning line.
HYD FLUID LOW AMBER Landing gear hydraulic fluid level
low.
* ANTI SKID FAIL AMBER Electrical failure or low hydraulic
oil pressure in the antiskid brake
system.
ANN PWR SOURCE AMBER Partial power loss to some
annunciator lights.
* R BK DI OVHT AMBER Melted or failed right brake deice
plumbing failure warning line.
R ENG ICE FAIL AMBER Right ice vane malfunction. Ice
vane has not attained proper
position.
L FIRE LOOP AMBER Left engine fire detection sense
loop is open.
L PITOT HEAT AMBER Insufficient current to provide heat
on left pitot to prevent icing.
XFER VALVE FAIL AMBER Fuel cross transfer valve not fully
open or fully closed for 2 seconds
or more.
* PWR STEER FAIL AMBER Electrical failure or low hydraulic oil
pressure in power steering system.
* MAN STEER FAIL AMBER Nose gear will not free caster with
power steering not engaged.
R PITOT HEAT AMBER Insufficient current to provide heat
on right pitot to prevent icing.
R FIRE LOOP AMBER Right engine fire detection sense
loop is open.
L NO AUX XFR AMBER No fuel transfer from LH Aux to
main tank.
AUTOFTHER OFF AMBER Autofeather system turned OFF
with landing gear extended.
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PITCH TRIM OFF AMBER Electric trim de-energized by a trim
disconnect switch on the control
wheel with the system power
switch on the pedestal turned ON.
AFX DISABLE AMBER Autofeather system is not capable
of feathering the propellers.
R NO AUX XFR AMBER No fuel transfer from RH Aux to
main tank.
INBD WG DEICE GREEN Pressure in left and right inboard
wing deice boots sufficient to
deice.
YD/RB FAIL AMBER Yaw Damp/Rudder Boost failed.
TAIL DEICE GREEN Pressure in tail deice boots
sufficient to deice.
RUD BOOST OFF AMBER Rudder boost system is turned off.
OUTBD WG DEICE GREEN Pressure in left and right outboard
wing deice boots sufficient to
deice.
L AUTOFEATHER GREEN Left autofeather armed with power
levers advanced above 90% N1.
L IGNITION ON GREEN Left engine ignitor powered.
* PWR STEER ENGA GREEN Power steering operating.
R IGNITION ON GREEN Right engine ignitor powered.
R AUTOFEATHER GREEN Right autofeather armed with
power levers advanced above
90% N1.
L ENG ANTI-ICE GREEN Left ice vane extended.
* L BK DEICE ON GREEN Left brake deice bleed air valve is
in the open position.
MAN TIES CLOSE GREEN Manually closed generator bus
ties.
* R BK DEICE ON GREEN Right brake deice bleed air valve
is in the open position.
R ENG ANTI-ICE GREEN Right ice vane extended.
L ENVIR OFF WHITE Left environmental bleed air valves
closed.
RDR PWR ON WHITE Radar power on when on the
ground.
FUEL TRANSFER WHITE Fuel cross transfer valve is open.
TAXI LIGHT WHITE Taxi light on with landing gear up.
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EXTERNAL POWER WHITE External power connection is
plugged into aircraft.
R ENVIR OFF WHITE Right environmental bleed air
valves closed.
* = Optional
B. Aural Warning System

(1) The aural warning system consists of an aural warning tone generator, a passenger speaker
amplifier and two audio amplifiers located in the LH nose avionics compartment, and two
speakers and headphones located in the flight compartment. Refer to Chapter 27-31-00 for
stall warning information and Chapter 32-60-00 for landing gear warning information.
(2) The aural warning tone generator and passenger speaker amplifier are powered by the BAT bus
through the AURAL WARN circuit breaker. When the aural warning tone generator or passenger
speaker amplifier receives a fault signal, a distinct tone is output on the pilot's and copilot's
channels to the No. 1 (pilot's) and No. 2 (copilot's) audio amplifiers. The tones are described
as follows:
• OVERSPEED WARNING - Repetitive swept frequency tone; increasing from
approximately 500 to 1670 Hz about 5 times per second.
• STALL WARNING - Steady tone; approximately 1000 Hz.
• LANDING GEAR - Intermittent tone at about 500 Hz, cycling on-off every 0.375 seconds.
• AUTOPILOT DISCONNECT - Decaying warble tone, averaging 460 ± 25 Hz modulating
about five times per second and decaying in 1 ± 0.25 seconds.
• DECISION HEIGHT - Decaying, repetitive swept frequency tone, increasing from 900 ±
200 Hz to 3000 ± 150 Hz about four times per second and decaying in 0.5 ± 0.1 seconds.
• ALTITUDE ALERT - Steady musical "C" chord tone lasting 1.9 ± 0.2 seconds.
NOTE: For additional information on the tone generator and the passenger speaker
amplifier, refer to Chapter 23.
31-50-00 Page 6
CHAPTER
32
LANDING GEAR
BEECHCRAFT®
MAINTENANCE MANUAL

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BEECHCRAFT®
MAINTENANCE MANUAL
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MAINTENANCE MANUAL

Temporary Revision
Number
BEECHCRAFT®
MAINTENANCE MANUAL
CONTENTS
LANDING GEAR - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-00-00 Page 1
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-00-00 Page 1
MAIN GEAR AND DOORS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . 32-10-00 Page 201
Main Landing Gear Shock Absorber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-10-00 Page 201
Main Landing Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-10-00 Page 202
MAIN LANDING GEAR TORQUE KNEE - MAINTENANCE PRACTICES . . . . . . . . . . . . . 32-10-01 Page 201
Main Landing Gear Torque Knee . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-10-01 Page 201
MAIN LANDING GEAR DRAG BRACE - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . 32-10-02 Page 201
Main Landing Gear Drag Brace. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-10-02 Page 201
MAIN LANDING GEAR DOORS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . 32-10-03 Page 201
Main Landing Gear Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-10-03 Page 201
MAIN LANDING GEAR DOOR ACTUATOR CAM - MAINTENANCE PRACTICES . . . . . 32-10-04 Page 201
Main Landing Gear Door Actuator Cam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-10-04 Page 201
NOSE LANDING GEAR AND DOORS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . 32-20-00 Page 201
Nose Landing Gear Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-20-00 Page 201
Nose Landing Gear Shock Absorber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-20-00 Page 201
Nose Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-20-00 Page 202
NOSE LANDING GEAR DRAG BRACE - MAINTENANCE PRACTICES . . . . . . . . . . . . . . 32-20-01 Page 201
Nose Landing Gear Drag Brace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-20-01 Page 201
NOSE LANDING GEAR TORQUE KNEE - MAINTENANCE PRACTICES . . . . . . . . . . . . . 32-20-02 Page 201
Nose Landing Gear Torque Knee . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-20-02 Page 201
NOSE LANDING GEAR SHIMMY DAMPER - MAINTENANCE PRACTICES . . . . . . . . . . 32-20-03 Page 201
Nose Landing Gear Shimmy Damper (Manual Steering Only) . . . . . . . . . . . . . . . . . . . 32-20-03 Page 201
NOSE LANDING GEAR DOOR - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . 32-20-04 Page 201
Nose Landing Gear Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-20-04 Page 201
NOSE LANDING GEAR DOOR WINDOW - MAINTENANCE PRACTICES . . . . . . . . . . . . 32-20-05 Page 201
Nose Landing Gear Door Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-20-05 Page 201
NOSE LANDING GEAR DOOR LINK ASSEMBLY - MAINTENANCE PRACTICES . . . . . 32-20-06 Page 201
Nose Landing Gear Door Link Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-20-06 Page 201
NOSE LANDING GEAR DOOR HINGE - MAINTENANCE PRACTICES . . . . . . . . . . . . . . 32-20-07 Page 201
Nose Landing Gear Door Hinge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-20-07 Page 201
NOSE LANDING GEAR DOOR HINGE WHEEL WELL BRACKET - MAINTENANCE
PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-20-08 Page 201
Nose Landing Gear Door Hinge Wheel Well Bracket . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-20-08 Page 201
NOSE LANDING GEAR DOOR ASSEMBLY LINK BRACKET - MAINTENANCE
PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-20-09 Page 201
Nose Landing Gear Door Assembly Link Bracket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-20-09 Page 201
EXTENSION AND RETRACTION - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . 32-30-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-30-00 Page 1
EXTENSION AND RETRACTION - TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . 32-30-00 Page 101
Landing Gear Extension and Retraction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-30-00 Page 101
Landing Gear Time Delay Relay Printed Wiring Board (PWB) (A316) . . . . . . . . . . . . 32-30-00 Page 103
Landing Gear Power Pack Gear-Up Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-30-00 Page 104
Landing Gear Power Pack Uplock Check Valve and Thermal Test Relief Valve. . . . 32-30-00 Page 107
BEECHCRAFT®
MAINTENANCE MANUAL
EXTENSION AND RETRACTION - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . 32-30-00 Page 201

Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-30-00 Page 201
Landing Gear Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-30-00 Page 201
Landing Gear Hand Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-30-00 Page 206
Landing Gear Hydraulic Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-30-00 Page 207
Landing Gear Hydraulic System Line Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-30-00 Page 207
LANDING GEAR HYDRAULIC ACCUMULATOR - MAINTENANCE PRACTICES . . . . . . 32-30-01 Page 201
Landing Gear Hydraulic Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-30-01 Page 201
LANDING GEAR POWER PACK - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . 32-30-02 Page 201
Landing Gear Power Pack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-30-02 Page 201
LANDING GEAR POWER PACK VALVE HOUSING AND CONTROLS - MAINTENANCE
PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-30-03 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-30-03 Page 201
LANDING GEAR POWER PACK MOTOR - MAINTENANCE PRACTICES . . . . . . . . . . . . 32-30-04 Page 201
Landing Gear Power Pack Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-30-04 Page 201
LANDING GEAR POWER PACK GEAR-UP PRESSURE SWITCH - MAINTENANCE
PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-30-05 Page 201
Landing Gear Power Pack Gear-Up Pressure Switch Procedure. . . . . . . . . . . . . . . . . 32-30-05 Page 201
LANDING GEAR HYDRAULIC POWER PACK FILTERS - MAINTENANCE
PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-30-06 Page 201
Landing Gear Hydraulic Power Pack Fluid Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-30-06 Page 201
Landing Gear Hydraulic Power Pack Bleed Air Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-30-06 Page 202
LANDING GEAR POWER PACK GEAR-UP AND GEAR-DOWN PORT FILTER
SCREEN - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-30-07 Page 201
Landing Gear Power Pack Gear-Up and Gear-Down Port Filter Screen . . . . . . . . . . 32-30-07 Page 201
LANDING GEAR POWER PACK HYDRAULIC FLUID LEVEL SENSOR -
MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-30-08 Page 201
Landing Gear Power Pack Hydraulic Fluid Level Sensor . . . . . . . . . . . . . . . . . . . . . . . . 32-30-08 Page 201
MAIN LANDING GEAR - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-30-09 Page 201
Main Landing Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-30-09 Page 201
MAIN LANDING GEAR ACTUATOR - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . 32-30-10 Page 201
Main Landing Gear Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-30-10 Page 201
MAIN LANDING GEAR ACTUATOR ORIFICE - MAINTENANCE PRACTICES . . . . . . . . 32-30-11 Page 201
Main Landing Gear Actuator Orifice. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-30-11 Page 201
MAIN LANDING GEAR DOORS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . 32-30-12 Page 201
Main Landing Gear Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-30-12 Page 201
NOSE LANDING GEAR - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-30-13 Page 201
Nose Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-30-13 Page 201
NOSE LANDING GEAR ACTUATOR - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . 32-30-14 Page 201
Nose Landing Gear Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-30-14 Page 201
NOSE LANDING GEAR DOOR - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . 32-30-15 Page 201
Nose Landing Gear Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-30-15 Page 201
HYDRAULIC LANDING GEAR SERVICE VALVE ASSEMBLY - MAINTENANCE
PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-30-16 Page 201
Hydraulic Landing Gear Service Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-30-16 Page 201
EMERGENCY EXTENSION HAND PUMP ASSEMBLY - MAINTENANCE PRACTICES 32-30-17 Page 201
Emergency Extension Hand Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-30-17 Page 201
BEECHCRAFT®
MAINTENANCE MANUAL
WHEELS AND BRAKES - DESCRIPTION AND OPERATION - DESCRIPTION AND

OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-40-00 Page 1
Wheels and Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-40-00 Page 1
WHEELS AND BRAKES - TROUBLESHOOTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-40-00 Page 101
Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-40-00 Page 101
WHEELS AND BRAKES - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-40-00 Page 201
Nose Landing Gear Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-40-00 Page 201
MAIN LANDING GEAR WHEEL - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . 32-40-01 Page 201
Main Landing Gear Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-40-01 Page 201
TIRES - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-40-02 Page 201
Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-40-02 Page 201
MAIN LANDING GEAR BRAKES - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . 32-40-03 Page 201
Main Landing Gear Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-40-03 Page 201
BRAKE FLUID RESERVOIR - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . 32-40-04 Page 201
Brake Fluid Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-40-04 Page 201
BRAKE SYSTEM BLEEDING - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . 32-40-05 Page 201
Brake System Bleeding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-40-05 Page 201
BRAKE MASTER CYLINDER - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . 32-40-06 Page 201
Brake Master Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-40-06 Page 201
PARKING BRAKE - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-40-07 Page 201
Parking Brake Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-40-07 Page 201
Parking Brake Control Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-40-07 Page 202
ANTISKID BRAKES - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-41-00 Page 1
Antiskid Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-41-00 Page 1
ANTISKID BRAKES - TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-41-00 Page 101
Antiskid Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-41-00 Page 101
ANTISKID BRAKES - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-41-00 Page 201
Antiskid Brake system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-41-00 Page 201
Antiskid Brake System Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-41-00 Page 205
Antiskid Brake System Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-41-00 Page 205
ANTISKID BRAKE SYSTEM SOLENOID VALVE - MAINTENANCE PRACTICES . . . . . . 32-41-01 Page 201
Antiskid Brake System Solenoid Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-41-01 Page 201
ANTISKID BRAKE SYSTEM POWER BRAKE VALVE - MAINTENANCE PRACTICES . 32-41-02 Page 201
Antiskid Brake System Power Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-41-02 Page 201
ANTISKID BRAKE SYSTEM PUMP AND MOTOR - MAINTENANCE PRACTICES . . . . 32-41-03 Page 201
Antiskid Brake System Pump and Motor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-41-03 Page 201
ANTISKID BRAKE SYSTEM WHEEL-SPEED TRANSDUCER - MAINTENANCE
PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-41-04 Page 201
Antiskid Brake System Wheel-Speed Transducer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-41-04 Page 201
BRAKE DEICE SYSTEM - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . 32-42-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-42-00 Page 1
BRAKE DEICE SYSTEM - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-42-00 Page 201
Brake Deice Distributor Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-42-00 Page 201
BRAKE DEICE SHUTOFF VALVE - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . 32-42-01 Page 201
Brake Deice Shutoff Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-42-01 Page 201
Brake Deice System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-42-01 Page 201
BEECHCRAFT®
MAINTENANCE MANUAL
MECHANICAL STEERING - DESCRIPTION AND OPERATION. . . . . . . . . . . . . . . . . . . . . . 32-50-00 Page 1

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-50-00 Page 1
MECHANICAL STEERING - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . 32-50-00 Page 201
Mechanical Steering Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-50-00 Page 201
Forward Steering Link Boot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-50-00 Page 202
Mechanical Steering Nose Gear Centering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-50-00 Page 203
Mechanical Steering Nose Gear Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-50-00 Page 203
MECHANICAL STEERING DISCONNECT ACTUATOR - MAINTENANCE PRACTICES 32-50-01 Page 201
Mechanical Steering Disconnect Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-50-01 Page 201
POWER STEERING - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-51-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-51-00 Page 1
POWER STEERING - TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-51-00 Page 101
Power Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-51-00 Page 101
POWER STEERING - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-51-00 Page 201
Power Steering System Hydraulic Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-51-00 Page 201
Power Steering Actuator Hydraulic Fluid Filter Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-51-00 Page 201
Power Steering Command Potentiometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-51-00 Page 202
Power Steering Command Potentiometer and Amplifier. . . . . . . . . . . . . . . . . . . . . . . . . 32-51-00 Page 203
POWER STEERING ACTUATOR - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . 32-51-01 Page 201
Power Steering Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-51-01 Page 201
POWER STEERING ACTUATOR SERVO VALVE - MAINTENANCE PRACTICES . . . . . 32-51-02 Page 201
Power Steering Actuator Servo Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-51-02 Page 201
POWER STEERING ACTUATOR SOLENOID - MAINTENANCE PRACTICES . . . . . . . . 32-51-03 Page 201
Power Steering Actuator Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-51-03 Page 201
POWER STEERING ACTUATOR MANUAL STEERING FAIL SWITCH -
Power Steering Actuator Manual Steering Fail Switch . . . . . . . . . . . . . . . . . . . . . . . . . . 32-51-04 Page 201
POWER STEERING FEEDBACK POTENTIOMETER - MAINTENANCE PRACTICES . 32-51-05 Page 201
Power Steering Feedback Potentiometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-51-05 Page 201
POWER STEERING AMPLIFIER - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . 32-51-06 Page 201
Power Steering Amplifier (AR103) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-51-06 Page 201
POWER STEERING RELAY PANEL - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . 32-51-07 Page 201
Power Steering Relay Panel (A320) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-51-07 Page 201
POWER STEERING HYDRAULIC PRESSURE SWITCH - MAINTENANCE
PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-51-08 Page 201
Power Steering Hydraulic Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-51-08 Page 201
POWER STEERING PUMP RELIEF VALVE - MAINTENANCE PRACTICES . . . . . . . . . . 32-51-09 Page 201
Power Steering Pump Relief Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-51-09 Page 201
POWER STEERING PUMP AND MOTOR - MAINTENANCE PRACTICES . . . . . . . . . . . . 32-51-10 Page 201
Power Steering Pump And Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-51-10 Page 201
POWER STEERING HYDRAULIC RESERVOIR - MAINTENANCE PRACTICES . . . . . . 32-51-11 Page 201
Power Steering Hydraulic Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-51-11 Page 201
Power Steering Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-51-11 Page 201
NOSE GEAR CENTERING MECHANISM - MAINTENANCE PRACTICES . . . . . . . . . . . . 32-51-12 Page 201
Nose Gear Centering Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-51-12 Page 201
LANDING GEAR POSITION AND WARNING - DESCRIPTION AND OPERATION. . . . . 32-60-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-60-00 Page 1
BEECHCRAFT®
MAINTENANCE MANUAL
LANDING GEAR POSITION AND WARNING - TROUBLESHOOTING. . . . . . . . . . . . . . . . 32-60-00 Page 101

Landing Gear Position and Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-60-00 Page 101
LANDING GEAR POSITION AND WARNING - MAINTENANCE PRACTICES . . . . . . . . . 32-60-00 Page 201
Main or Nose Landing Gear Up-Position Indicator Switch . . . . . . . . . . . . . . . . . . . . . . . 32-60-00 Page 201
NOSE GEAR DOWN-POSITION SWITCH - MAINTENANCE PRACTICES . . . . . . . . . . . . 32-60-01 Page 201
Nose Gear Down-Position Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-60-01 Page 201
MAIN LANDING GEAR DOWN-POSITION SWITCH - MAINTENANCE PRACTICES. . . 32-60-02 Page 201
Main Landing Gear Down-Position Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-60-02 Page 201
NOSE LANDING GEAR ACTUATOR DOWN-POSITION SWITCH - MAINTENANCE
PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-60-03 Page 201
Nose Landing Gear Actuator Down-Position Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-60-03 Page 201
MAIN GEAR ACTUATOR DOWNLOCK SWITCH - MAINTENANCE PRACTICES . . . . . 32-60-04 Page 201
Main Gear Actuator Downlock Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-60-04 Page 201
MAIN GEAR SAFETY SWITCH - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . 32-60-05 Page 201
Main Gear Safety Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-60-05 Page 201
LANDING GEAR WARNING HORN - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . 32-60-06 Page 201
Landing Gear Warning Horn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-60-06 Page 201
BEECHCRAFT®
MAINTENANCE MANUAL
LANDING GEAR - GENERAL
1. Landing Gear

landing gears are down and locked prior to removing airplane from
jacks.
servicing or maintenance, should be accomplished within an enclosed
A. The Model 1900D Airliner Series airplanes are equipped with a retractable tricycle landing gear
system. The nose gear and main gear assemblies incorporate air-oil type shock struts that are filled
with both compressed air and hydraulic fluid. The nose gear strut is equipped with a single wheel and
tire, while each main gear strut is equipped with two wheels and tires. The landing gear is retracted
and extended by the action of the individual actuators and drag brace assemblies connected to
each landing gear. The nose gear is attached to two longitudinal fuselage members in the fuselage
nose and pivots aft into the wheel well when retracted. The main landing gears are attached to the
two main structural ribs of the nacelles and pivot forward into the wheel wells when retracted. The
landing gear doors consist of one nose gear door and two sets of main gear doors. The nose gear
door is hinged at the front and is connected to the nose gear brace with two push-pull links. When the
landing gear is retracted, the door is pulled closed and when extended, the door is pushed open. The
main gear doors are hinged at the sides and are spring-loaded to the open position. As the landing
gear is retracted, two rollers on each main gear engage the door actuating cams and pull the doors
closed. When the landing gear doors are closed, they cover the top braces of each landing gear.
B. The nose and main landing gear assemblies are extended and retracted by a hydraulic system
consisting primarily of an actuator located in each wheel well, a hydraulic power pack located in the
LH wing, and hydraulic plumbing. The hydraulic plumbing provides for normal extend, normal retract
and emergency extend modes of operation. A landing gear control switch, placarded UP and DN, is
located on the pilot's inboard subpanel. When the control handle is moved to the UP position, power
is supplied to the pump motor and to the gear-up solenoid to allow system fluid under pressure to
flow to the retract side of the system. The landing gear is held in the retracted position by positive
hydraulic pressure from the pump. When the control handle is placed in the DN position, power is
supplied to the pump motor and to the gear-down solenoid to allow system fluid under pressure to
flow to the extend side of the system. When the actuator pistons are positioned to fully extend the
landing gear, an internal mechanical lock in each actuator will lock the actuator pistons to hold the
landing gear in the down position. Manual landing gear extension is provided through a manually
powered hydraulic system. A hand pump, located on the floor between the pilot's seat and the
pedestal, is used when emergency extension of the gear is required. To extend the landing gear
with this system, the pump handle is removed from its securing clip and pumped up and down. As
the handle is pumped, hydraulic fluid is drawn from the power pack into the pump and exited under
pressure. Fluid under pressure from the pump is routed to each landing gear actuator. A service
valve plumbed in the hydraulic system is used in conjunction with the hand pump to raise the landing
gear for maintenance purposes.
C. Visual indication of the landing gear position is provided by two red in-transit lights located in the
landing gear control switch handle and a green gear-down indicator light assembly on the subpanel.
The in-transit lights are wired through the automatic light dimming circuit. Illumination of the in-transit
lights indicates when the landing gear is in-transit; gear up is indicated when they go out. Illumination
of the gear-down lights indicates when each landing gear is down and locked. Up-and-down-position
switches and actuator downlock switches are located in each wheel well to complete the electrical
circuits necessary to illuminate the gear-down and in-transit lights.
32-00-00 Page 1
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D. Nose gear steering is accomplished by a mechanical linkage system extending from the rudder
pedals to a bell-crank mounted in the nose gear wheel well above the nose gear assembly. A
spring mechanism in the steering linkage permits tow bar or braked steering angles greater than
that provided by the rudder pedal system. An electrical actuator and a cam are incorporated in the
steering linkage to remove the steering action from the rudder pedals while the airplane is in flight.
An optional power steering system incorporates a hydraulically powered rotary actuator mounted on
top of the nose gear assembly. Hydraulic power for the actuator is provided by a pump located on
the LH side of the nose gear wheel well. The power steering system uses the landing gear power
pack as its fluid supply. Command potentiometers controlled by the pilot's rudder pedals provide the
steering input signals for the electrical portion of the steering system. A servo valve in the actuator
receives signals from the potentiometers to adjust the pressure inside the actuators to move the
nose wheel left or right.
E. The airplane is equipped with four hydraulically operated brake assemblies. Each main landing gear
incorporates two multidisc, metallic-lined brake assemblies bolted together, one on each side of the
strut. Each brake assembly contains two rotating discs, which are keyed to rotate with the wheel, a
stationary disc, and a pressure plate and backplate which are attached to the brake housing. Braking
action occurs when hydraulic pressure is applied to the pistons in the brake housing, forcing the
disc stack together and creating friction between the rotating discs and the stationary components
of the brake assembly. The hydraulic pressure to the brake assemblies is generated by the pilot's
or copilot's master cylinders. An optional antiskid brake system incorporates a power brake valve,
a pump and motor, a skid control unit, and a wheel speed transducer in each main gear axle. The
electric motor-driven pump provides the hydraulic power for the system. When the antiskid system
is off, the pressure at the brake assemblies is the same as the master cylinder pressure. When the
system is in the antiskid mode, the master cylinder pressure is isolated from the brake assemblies and
a braking pressure balanced to the master cylinder pressure is generated by the power brake valve.
The objective of the antiskid function is to give optimum braking effectiveness. This is accomplished
as the wheel speed transducers monitor the wheel RPM and relay the information to the skid control
unit. When a skid condition is imminent, the appropriate signal is sent to the power brake valve to
reduce the pressure to all four brake assemblies. As the wheel RPM begins to increase, the power
brake valve increases the braking pressure; if the wheel transducers indicate that the wheels are
still in a skid condition, the brake pressure will be decreased again. This cycle will continue until the
tendency to skid has ended.
F. Brake deicing is provided by an optional brake deice system which utilizes engine bleed air as the
deicing agent. The brake deice system is composed of a combination of tubes and hoses plumbed
from the engine bleed air duct forward of each firewall to a distributor manifold installed on each main
gear shock strut. A shutoff valve in each main gear wheel well controls the flow of heated air to each
distributor manifold. An overtemp warning line is routed in close proximity to the bleed air lines in
each wheel well to notify the operator in the event of overheating of the deice system.
WARNING: Any time maintenance is to be performed on the landing gear

system, place the airplane on jacks.
WARNING: When jacking the airplane in an unsheltered area where winds in

excess of 35 kts will be encountered, do not jack more than one
gear at a time clear of the ground.
WARNING: Any time the landing gear has been only partially retracted during
maintenance, cycle the gear with the power pack through at least
one complete cycle before removing the airplane from the jacks.
32-00-00 Page 2
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MAINTENANCE MANUAL
Aviation Inc. The products included in these Tables have been tested and approved for aviation
use by Textron Aviation Inc., by the supplier, or by compliance with the applicable specifications.
Generic or locally manufactured products which conform to the requirements of the specification may
be used even though not included in the Tables. Only the basic number of each specification is listed.
No attempt has been made to update the listing to the latest revision. It is the responsibility of the
technician or mechanic to determine the current revision of the applicable specification prior to use of
the product listed. This can be done by contacting the supplier of the product to be used.

1. NO LONGER
AVAILABLE
2. Main Gear Strut 115-590023-1 Textron Aviation Inc., To limit strut extension.
Limiters (Ref. 9709 E. Central, Wichita,
Figure 1, Sheet 2 KS 67201
of 7)
3. Nose Gear Strut 115-590035 Textron Aviation Inc., To limit strut extension.
Limiter (Ref. 9709 E. Central, Wichita,
Figure 1, Sheet 2 KS 67201
of 7)
4. Pressure Gage Obtain Locally To show hydraulic
(4000 psig) (Not pressure.
shown)
5. Ohmmeter (Not Obtain Locally To check electrical wiring
shown) continuity.
6. Lubrication Z-737 Stewart Warner, Alemite Lubricate landing gear.
Nozzle (Ref. Division, 1826 Diversey
Figure 1, Sheet 1 Parkway, Chicago, IL
of 7) 60614
7. Power Steering P/N 114-380045/935 Textron Aviation Inc., To check power steering
System Amplifier 9709 E. Central, Wichita, amplifier
Test Box (Ref. KS 67201
Figure 1, Sheet 5
of 7)
8. Power Steering P/N 114-380045/935-1 Textron Aviation Inc., To check power steering
System Relay 9709 E. Central, Wichita, relay PCB.
PCB Test Box KS 67201
(Ref. Figure 1,
Sheet 6 of 7)
9. Power Steering P/N 114-820000/939 Textron Aviation Inc., To check nose gear
Nose Centering 9709 E. Central, Wichita, centering.
Tool (Not shown) KS 67201
10. Power Steering P/N 114-820000/939-1 Textron Aviation Inc., To check nose gear
Nose Centering 9709 E. Central, Wichita, centering.
Tool (Not shown) KS 67201
32-00-00 Page 3
BEECHCRAFT®
MAINTENANCE MANUAL
Table 1. Special Tools (continued)

11. Hydraulic Hand TK229/939 (See note at Textron Aviation Inc., To supply hydraulic
Pump (3,600 end of this Table.) 9709 E. Central, Wichita, pressure to operate
psig)1(Ref. KS 67201 landing gear.
Figure 1, Sheet 3
of 7)
12. Air-Driven P/N TK229-1/939 (See Textron Aviation Inc., To supply hydraulic
Hydraulic Pump note at end of this Table.) 9709 E. Central, Wichita, pressure to operate
(3,600 psig)1 KS 67201 landing gear.
(Ref. Figure 1,
Sheet 3 of 7)
13. Hand Pump Model 4005 Tronair Aircraft Ground To bleed trapped air from
Pressure Pot Support Equipment, So. the brake system.
Bleeder (Ref. 1740 Eber Rd., Holland,
Figure 1, Sheet 4 OH 03528
of 7)
14. Mechanical Model 06-5004-3600 Tronair Aircraft Ground To bleed trapped air from
Pump Pressure Support Equipment, So. the brake system.
Bleeder (Ref. 1740 Eber Rd., Holland,
Figure 1, Sheet 4 OH 43528-9794
of 7)
15. Airplane Jacks Obtain locally To raise the airplane for
(10,000 lbs. maintenance.
capacity) (Ref.
Figure 1, Sheet 1
of 7)
16. Main Landing P/N TK1763-7/935 Textron Aviation Inc., To check the main landing
Gear Switch Test 9709 E. Central, Wichita, gear switches.
Box (Ref. Figure KS 67201
1, Sheet 7 of 7)
17. Ultrasonic Obtain locally To clean filters.
Cleaner (Not
Shown)
18. Ramp (Ref. Fabricate locally2 To allow removal of one
Figure 1, Sheet 1 main landing gear wheel.
of 7)
1
The hydraulic pumps (11 and 12) must have a reservoir or be equipped with fittings which will permit
connection to a reservoir. The hydraulic pump and pressure gage must have valves capable of
controlling the application and release of hydraulic fluid to the unit under test. All test equipment
must be capable of holding a pressure of at least 3,600 psig without leaks.
2
A ramp may be fabricated by attaching one 36 inch (minimum) piece and one 60 inch (minimum)
piece of high quality lumber together. Both pieces should be at least 8 inches wide, with a combined
thickness between 3 and 4 inches and have a 30° (maximum) taper relative to the ground on each
end (Ref. Figure 1, Sheet 1).
32-00-00 Page 4
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MAINTENANCE MANUAL

1. High MIL-PRF-81322 Mobilgrease 28 Mobil Oil Corp.,
Temperature Shoreham Building,
Grease Washington, D.C. 20005
Aeroshell Grease 22 Shell Oil Co., One Shell
Houston, TX 77001
2. Hydraulic Fluid MIL-H-5606 Brayco 756 Castrol Industrial, N.
America 1100 W 31st,
Downers Grove, IL 60515
Mobil Aero HF Mobil Oil Corporation
3225 Gallows Rd.,
Fairfax, VA 22037
Plaza, Houston, TX
77210
3. Tire Sealant Tire Life Available from Textron
Aviation Inc. Centers and
International Distributors
and Dealers.
4. Wheel Bearing Mobil Aviation Grease Mobil Oil Corp., 3225
Grease SHC 100 Gallows Rd., Fairfax, VA
22037
AMSOIL (GHD) EP AMSOIL, 2206 Winter
Grease(All temperatures) Street, Superior, WI
Mobilux EP No. 2 (Above Mobil Oil Corp.,
-20°F) Shoreham Building,
Washington, D.C. 20005
Rykon Premium EP No. Amoco Oil Co., 200 E.
2 (Above - 20°F) Randolph, Chicago, IL
60601.
Amdex No. 2 EP (Above Amoco Oil Co., 200 E.
-20°F) Randolph, Chicago, IL
60601.
No. 2 (Above - 20°F) 575 Market St., San
Francisco, CA 94405.
5. Solvent, Mineral PD680 Type III Stoddard Solvent Obtain Locally
Spirits
6. Grease MIL-G-21164 Castrolease MSA (C) Castrol Oil Inc., 254-256
Doremus Ave., Newark,
NJ 07105
Electro-Moly/11 Electrofilm Inc., P.O.
Box 3930, 7116 Laurel
Canyon Blvd., N.
Hollywood, CA 91605
32-00-00 Page 5
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Royco 64C Royal Lubricants, River
Road, Hanover, NJ
07936
Aeroshell Grease 17 Shell Oil Co., 50 West
50th. Street, New York,
NY 10020
7. Anti-Seize MIL-T-5544 WJ Rusco and Co., 483
Compound Kenmore Blvd., Akron,
OH 44301
8. Oil MIL-L-7870 Caltex Low Temp Oil Caltex Oil Products Co.,
New York, NY
9. Lubricant Aeroshell #17 Shell Oil Co., 50 West
50th Street, New York,
NY 10020
10. Retaining Loctite 680 Loctite Corp., 705
Compound W. Mountain Rd.,
Newington, CT 06111
11. Coating Alodine 1200, 1200S or Amchem Products Inc.,
1201 Spring Garden St.,
Ambler, PA 19002
12. Emery Cloth 180-grit Obtain Locally
13. Emery Cloth 320-grit Obtain Locally
14. Filler Devcon WR-1121 Devcon Corp., 59
MA 01923
15. 15. Filler Devcon WR-1141 Devcon Corp., 59
MA 01923
16. Anti-seize MIL-T-83483 1MS (1 pt.) Convoy Oil Co.,
Compound Philadelphia, PA
17. Grease Molykote G-n Paste Dow Corning, S. Saginaw
Rd., Midland, MI 48641
18. Thread Locker Loctite Loctite Corp., 705
W. Mountain Rd.,
Newington, CT 06111
19. Cleaning Solvent ASTM D-329 Acetone Obtain Locally
(Supersedes O-A-51)
TT-I-735 Isopropyl Alcohol Obtain Locally
TT-N-95, Type II Aliphatic Naphtha Barton Solvents, Inc. 201
S. Cedar Valley Center,
Kansas 67147
B. Landing Gear Electrical Components
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BEECHCRAFT®
MAINTENANCE MANUAL
Special Tools
Figure 1 (Sheet 1)
32-00-00 Page 7
BEECHCRAFT®
MAINTENANCE MANUAL
Special Tools
Figure 1 (Sheet 2)
32-00-00 Page 8
BEECHCRAFT®
MAINTENANCE MANUAL
Special Tools
Figure 1 (Sheet 3)
32-00-00 Page 9
BEECHCRAFT®
MAINTENANCE MANUAL
Special Tools
Figure 1 (Sheet 4)
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Special Tools
Figure 1 (Sheet 5)
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Special Tools
Figure 1 (Sheet 6)
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Special Tools
Figure 1 (Sheet 7)
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The following (Figure 1, Figure 2, Figure 3, Figure 4, Figure 5, Figure 6, Figure 7, Figure 8, Figure
9, Figure 10, and Figure 11) are illustrations depicting typical electrical panels used in this airplane.
These illustrations are used for locating the electrical components applicable to this Chapter. The
actual location of components vary on each individual airplane with optional installations. Large arrows
have been placed on illustrations to aid in locating the component applicable to this Chapter.
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Fig 2 - RH Circuit Breaker Panel(Typical UE-2 thru UE-92)

Figure 2 (Sheet 1)
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Fig 3 - RH Circuit Breaker Panel(Typical UE-93 and After)

Figure 3 (Sheet 1)
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Fig 4 - Lower Forward Cabin Components

Figure 4 (Sheet 1)
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Figure 4 (Sheet 2)
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Figure 4 (Sheet 3)
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Figure 4 (Sheet 4)
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Fig 5 - Pedestal
Figure 5 (Sheet 1)
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Fig 6 - Pilot's Inboard Subpanel

Figure 6 (Sheet 1)
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Fig 7 - Nose Landing Gear Electrical Components

Figure 7 (Sheet 1)
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Fig 8 - Main Landing Gear Electrical Components

Figure 8 (Sheet 1)
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Fig 9 - LH Nacelle Electrical Equipment Panel

Figure 9 (Sheet 1)
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Fig 10 - Annunciator Panel

Figure 10 (Sheet 1)
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Fig 11 - Relay Panel

Figure 11 (Sheet 1)
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MAIN GEAR AND DOORS - MAINTENANCE PRACTICES
1. Main Landing Gear Shock Absorber
WARNING: When performing maintenance on a hydraulically operated landing

gear system, be aware that any movement of a hydraulic actuator
cylinder can displace hydraulic fluid and cause unanticipated
movement of other actuator cylinders in the landing gear retraction
system. Servicing of the landing gear hydraulic accumulator can also
result in unanticipated movement of an actuator. Either action can
result in an unsafe, unlocked landing gear system. Therefore, place the
airplane on jacks prior to performing any inspection or maintenance.
Cycle the landing gear and ensure that all three landing gears are
down and locked prior to removing the aircraft from jacks.
A. Servicing


WARNING: For safety reasons, pull the 2-ampere control circuit breaker on the
pilot's inboard subpanel and place a note on the circuit breaker
panel that LANDING GEAR MAINTENANCE IS IN PROCESS during
maintenance on the landing gear.
WARNING: The landing gear control handle must never be moved from the
down-and-locked position while the airplane is on the ground.
WARNING: It is recommended that the area be roped off during extension or

retraction of the landing gear.
Check the fluid level and fill the landing gear shock absorber as follows:
(1) Perform the THREE-POINT JACKING (PREFERRED PROCEDURE) procedures (Ref. Chapter
7-10-00). All tires must be clear of the floor.
(2) Perform the REMOVING GROUND POWER procedures (Ref. Chapter 24-40-00).
(4) Remove the valve cap from the valve stem located at the top of the main landing gear strut.
(5) Depress the valve core located inside of the valve stem until all air pressure is released allowing
the strut to fully compress.
WARNING: All air pressure must be released before removing the valve
core from the valve assembly.
(6) Remove the valve core from the valve stem at the top of the strut.
(7) Place one end of a clean 1/4 inch I.D. hose over the valve stem. Submerge the opposite open
end of the hose in a container full of clean hydraulic fluid (2, Table 2, 32-00-00).
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(8) Slowly extend the strut to draw the hydraulic fluid into the strut.
(9) When the strut is fully extended, slowly compress the strut to expel excess hydraulic fluid and
trapped air.
(10) Repeat the extension and compression cycle of the strut until all air has been expelled.
(11) With all of the air expelled and the strut fully compressed, remove the hose from over the valve
stem.
(12) Install a new valve core in the valve stem.
WARNING: Before removing the airplane from the jacks, make sure that
the landing gear emergency extend hand pump handle is in
the stowed position, the plunger on the service valve is pushed
down with the hinged retainer in place, the landing gear control
handle is in the down position, the landing gear is down and
locked and the accumulator is charged to 800 psi.
(13) Perform the LOWERING THE AIRPLANE AFTER THREE-POINT JACKING procedures (Ref.
Chapter 7-10-00).
CAUTION: Never tow or taxi an airplane with a flat strut. Even brief towing or
taxiing an airplane with a deflated strut will damage the strut.
(14) With the airplane on the ground and empty, except for full fuel and oil, inflate the main gear strut
by injecting dry filtered air into the valve stem until the piston is extended 5.12 to 5.62 inches.
(15) Perform the BATTERY CONNECTION procedures (Ref. Chapter 24-31-00).
(16) Perform the APPLYING GROUND POWER procedures (Ref. Chapter 24-40-00).
B. Servicing - Inflation
CAUTION: Loss of oil will result in struts appearing to need inflation. Low
oil levels will damage the strut and could result in hard landing
damage to the aircraft. If loss of oil is detected or suspected, check
oil level using the MAIN LANDING GEAR SHOCK ABSORBER
SERVICING procedure.
(1) With the airplane on the ground and empty, except for full fuel and oil, measure the extension
of the air piston. If the extension is between 5.12 and 5.62 inches in length, the shock absorber
does not need to be inflated. If the extension is less than 5.12 inches, perform Step (2).
(2) Inflate the main strut with nitrogen or dry filtered air until the piston is extended 5.12 to 5.62
inches.
2. Main Landing Gear

A. Removal
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CAUTION: The landing gear must not be cycled with the power pack if low on fluid
or if the landing gear system is not properly rigged. Use the emergency
extension hand pump, TK229/939 hydraulic hand pump (11, Table 1, 32-
00-00) or TK229-1/939 air-driven hydraulic pump (12, Table 1, 32-00-00)
to extend and retract the landing gear for maintenance and rigging.
(4) Retract the landing gear until the load on the upper and lower drag legs (1 and 2) is removed
and the actuator (3) is unlocked (Ref. Figure 201).
NOTE: The nut remaining on the down-position switch (4) must be maintained at the same
position for correct down-position switch adjustment.
(5) Remove the down-position switch (4) from the down-position switch bracket (5). Remove the
down-position switch wire harness clamps from the drag leg and remove the wiring harness.
NOTE: Identify and note the position and thickness of all washers during removal to
facilitate correct washer installation to maintain correct drag leg alignment.
(6) Disconnect the lower drag leg (2) from the main gear strut (6) by removing the cotter pin (7), nut
(8), washers (9), bushings (10) and bolt (11).
(7) Disconnect the hydraulic brake flexible hose at the fitting attached to the clamp fastened below
the main gear strut arm. Immediately cap the disconnected open hydraulic lines.
(8) On airplanes equipped with brake deicing, disconnect the brake deicing hose at the fitting located
by the wheel well keel.
(9) If the airplane has antiskid brakes installed, disconnect the antiskid brake wiring harness.
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(10) Disconnect the safety and down-position switch wiring harness from the wiring connector located
at the upper aft portion of the wheel well.
NOTE: Identify and note the position and thickness of all washers during removal to
facilitate correct washer installation and maintain main gear alignment.
(11) Remove the access panels covering the main landing gear trunnion bolts (Ref. Chapter 06-50-
00).
(12) Remove the cotter pin (12), nut (13), washers (14, 15, 16, and 17), bushings (18) and trunnion
bolt (19) on the inboard and outboard of the landing gear strut.
(13) Lower the main gear assembly away from the airplane.
B. Installation
(1) Coat the bushings (10 and 18) and bolts (11 and 19) with grease (1, Table 2, 32-00-00) at the
time of installation (Ref. Figure 201).
(2) Install the LH and RH grease-coated bushings (18) in the strut (6).
(3) Position the main landing gear assembly between the nacelle RH and LH wheel well keels.
Install the trunnion bolts (19) and washers (17) through the strut (6) and keel structure. Install
the main gear trunnion bolt heads (19) to the center of the brace assembly.
(4) Install 105090CR025-12J washers (16) (minimum of one each side of the strut between the keel
and strut lug until 0.005 to 0.030 inch total clearance between the keel and washers has been
obtained).
(5) Install the washers (15 and 14) and nut (13) on the main gear trunnion bolts (19).
NOTE: One additional AN960-1216 or AN960-1216L washer (14) under each nut (13) is
used, if necessary, to obtain the required torque value.
(6) Apply a minimum torque of 800 inch-pounds to the nuts (13). Tighten the nuts to the next
castellation (but do not exceed 1200 inch-pounds) and install new cotter pins (12).
(7) Connect the brake hydraulic flexible hose to the fitting attached to the brake flexible hose support
clamp located below the landing gear strut arm.
(8) On airplanes equipped with brake deicing, connect the brake deicer hose to the fitting located
next to the wheel well keel.
NOTE: An additional AN960-1016 or AN960-1016L washer (9) is used under the nut (8), if
necessary, to obtain proper engagement of the nut and cotter pin.
(9) Slowly move the lower drag leg in to position between the MLG lugs without any side pressure
being applied to the drag leg. If the drag leg does not align with the attachment lugs on the landing
gear strut, perform the MAIN LANDING GEAR DRAG BRACE INSTALLATION procedure (Ref.
32-10-02).
(10) Position the lower drag leg (2) between the lugs of the landing gear strut and install the attaching
bolt (11), bushings (10), washers (9) (position as noted during removal), nut (8), and a new cotter
pin (7).
NOTE: The nut remaining on the down-position switch must be maintained at the same
position to maintain correct down-position switch adjustment.
(11) Install the down-position switch (4) on the down-position switch bracket (5). Secure the wiring
harness to the drag brace using the attaching clamps, screws, washers and nuts.
(12) If antiskid brakes are installed on the airplane, connect the antiskid brake wiring harness.
(13) Connect the down-position and safety switch wiring harness plug to the connector located at the
upper aft portion of the wheel well.
(14) Install the landing gear trunnion bolt access panels.
(15) Bleed the brakes (Ref. Chapter 32-40).
(16) Check the position and warning light rigging (Ref. Chapter 32-60).
(17) Inflate and check the hydraulic fluid in the landing gear strut as instructed under the heading
MAIN LANDING GEAR SHOCK ABSORBER SERVICING in this section.
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(18) Lubricate the main landing gear hinge points and drag brace joints with grease (1, Table 2, 32-
00-00) as instructed in Chapter 12.
(19) Perform the BATTERY CONNECTION procedures (Ref. Chapter 24-31-00).
(21) Check the main landing gear rigging (Ref. 32-30-09, MAIN LANDING GEAR RIGGING).
Chapter 7-10-00).
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Main Landing Gear

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MAIN LANDING GEAR TORQUE KNEE - MAINTENANCE PRACTICES
1. Main Landing Gear Torque Knee

A. Removal


excess of 35 kts will be encountered, never jack more than one gear
at a time clear of the ground.

(2) Perform the REMOVING GROUND POWER procedures (Ref. Chapter 24-40-00) and
disconnect the battery.
(3) Depress the valve core located in the valve stem at the top of the landing gear strut until all air
pressure is released and the strut is fully deflated.
(4) Remove the inboard and outboard tire and wheel assemblies (Ref. 32-40-01, MAIN LANDING
GEAR WHEEL REMOVAL (PREFERRED METHOD)).
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(5) Remove the inboard and outboard brake assemblies (Ref. 32-40-03, MAIN LANDING GEAR
BRAKE REMOVAL).
NOTE: Identify and note the position and thickness of all washers to facilitate installation
and maintain alignment of the torque knees.
(6) Remove the cotter pin (1), nut (2), washer (3) and bolt (4) that connects the safety switch arm
to the eye bolt on the upper torque knee (5) (Ref. Figure 201).
(7) On airplanes with antiskid brakes installed, remove the clamps securing the wheel speed
transducer wiring to the upper and lower torque knees.
(8) Remove the cotter pin (6), nut (7), washers (8, 9, 10, 11, and 12), bushing (13), and bolt (14)
attaching the upper and lower torque knees (5 and 15) together.
(9) Remove the safety wire from the clevis pin (16) securing the upper torque knee (5). Remove
the clevis pin from the strut lug and upper torque knee pin (17). Tap the upper torque knee pin
(17) from the upper torque knee (5) and remove the upper torque knee from the strut (18).
(10) Remove the cotter pin, washers and clevis pin (19) from the axle socket lug (20) and torque
knee pin (21). Tap the lower torque knee pin (21) from the lower torque knee (15) and remove
the lower torque knee from the axle socket lug (20).
(11) Inspect the upper and lower torque knee bushings for wear and/or damage (Ref. Model 1900
Airliner Series, Component Maintenance Manual, Chart 1, 32-10-00, MAIN LANDING GEAR
MANUFACTURING AND WEAR TOLERANCES AND INSPECTION PROCEDURES).
B. Installation
(1) Coat the torque knee pins (17 and 21), bushing (13), and bolt (14) with grease (1, Table 2,
32-00-00) at the time of installation (Ref. Figure 201).
(2) Position the lower torque knee (15) on the landing gear axle socket lug (20). Align the clevis pin
holes and tap the lower torque knee pin (21) in position.
(3) Install the clevis pin (19) through the axle socket and lower torque knee pin (21). Install a washer
on the clevis pin and install a new cotter pin in the clevis pin (19).
(4) Position the upper torque knee (5) on the strut lug. Align the clevis pin holes and tap the upper
torque knee pin (17) in position. Install the clevis pin (16).
(5) Safety wire the clevis pin to the retaining ring safety wire hole located on the forward side of the
retainer ring.
CAUTION: Do not create a tight joint between the upper and lower torque
knees. The torque knee connection joint must move freely.
(6) Connect the upper and lower torque knees as follows:
(a) Align the upper torque knee (5) and the lower torque knee (15) and position the washer
(10) between them. Insert the bushing (13) thru the torque knees and washer (10).
(b) Insert the bolt (14) thru the washers (12, 11, 10) and bushing (13).
(c) In the following Step, to obtain minimum bolt end play, use AN960-816 and/or AN960D816L
washer(s) as required after washer (9). Use AN960-616 (8) and/or AN960-616L washer(s)
after washer (8) as required to align the cotter pin.
(d) Install washers (10, 9, 8), nut (7) and a new cotter pin (6).
(7) On airplanes with antiskid brakes installed, install the clamps securing the wheel speed
transducer wiring harness to the upper and lower torque knees.
(8) Install the bolt (4), washer (3), nut (2), and cotter pin (1) attaching the safety switch arm to the
eye bolt attached to the upper torque knee.
(9) Install the wheel and brake assemblies (Ref. 32-40-03, MAIN LANDING GEAR BRAKE
INSTALLATION).
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the landing gear emergency-extend hand pump handle is in
handle is in the DOWN position, the landing gear is down and
Chapter 7-10-00).
taxiing of the airplane with a deflated strut will damage the strut.
(11) Inflate the landing gear strut as follows:
(a) Remove the valve cap from the valve located at the top of the drag brace.
(b) With the airplane on the ground and empty except for full fuel and oil, inflate the main strut
with dry, filtered air until the piston is extended 5.12 to 5.62 inches.
(12) Connect the battery and perform the APPLYING GROUND POWER procedures (Ref. Chapter
24-40-00).
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Main Landing Gear Torque Knee Assembly

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MAIN LANDING GEAR DRAG BRACE - MAINTENANCE PRACTICES
1. Main Landing Gear Drag Brace

A. Removal



(2) Retract the gear until the load is removed from the drag brace and the actuator is unlocked.
NOTE: To maintain the correct down-position switch adjustment, do not permit the nut
remaining on the down-position switch to turn.
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(4) Remove the down-position switch wiring clamps and remove the down-position switch (1) from
the down-position switch bracket (2) (Ref. Figure 201).
(5) Remove the cotter pin (3), nut (4), washers (5), and bolt (6) attaching the lower drag leg (7) to the
landing gear strut (8). Leave the bushings (9) in the strut and loosely install the bolt, washers,
and nut in the strut (8).
(6) Remove the nut (10), washers (11), and bolt (12) attaching the actuator rod end (13) to the upper
drag leg (14).
NOTE: Note the quantity and thickness of washers (19) on each side of the upper drag leg
to facilitate installation of the drag brace and stay in alignment with the attachment
fitting on the landing gear strut.
(7) Remove the cotter pin (15), nut (16), bolt (17), and washers (18 and 19) securing the upper drag
leg to the wheel well lug.
(8) Remove the cotter pin (23), nut (22), washers (20, 21 and 24) and bolt (25) connecting the upper
and lower (7 and 14) drag leg together.
B. Installation
(1) Lubricate the bolts (6, 17 and 25) and bushings (9 and 26) with grease (1, Table 2, 32-00-00) at
the time of installation (Ref. Figure 201).
(2) Place a washer (21) on the bolt (25) that connects the upper and lower (7 and 14) drag leg
together.
(3) With the upper and lower drag legs positioned together, insert the bolt (25) through the side of
the upper drag leg (14), through two washers (24), through the lower drag leg (7), through two
washers (24), through the opposite side of the upper drag leg (14).
(4) Install a washer (20) and nut (22) on the bolt (25) and tighten the nut snug, but not tight. The
joint must move freely.
(5) Install a new cotter pin (23) through the nut (22) and bolt (25).
NOTE: Shift AN960-1016L washers (19) from side to side of the wheel well fitting and upper
drag legs to align the lower drag leg (7) with the attachment point on the landing
gear strut. A minimum of one washer must be maintained between the upper drag
legs and the wheel well attachment fitting.
(6) Insert the bolt (17) through the wheel well fitting and upper drag leg (14). Install the AN960-
1016L washers (19) between the upper drag leg and the wheel well fitting in the same positions
as noted during removal. Tighten the nut finger-tight with a minimum of one AN960-1016 or
AN960-1016L washer (18) under the bolt head and the nut to allow engagement of the nut and
cotter pin (15 and 16).
NOTE: No side force may be applied to the lower drag brace to facilitate alignment with the
attach point on the landing gear strut.
(7) Attach the lower drag leg (2) to the landing gear strut lug with the attaching bolt (6), bushings
(9), washers (5), nut (4) and cotter pin (3). Use an AN960-1016 or AN960-1016L washer under
the nut to allow engagement of the nut and cotter pin.
(8) Lubricate bolt (12) with grease (17, Table 2, 32-00-00) at the time of installation.
(9) Attach the actuator rod end (13) to the upper drag leg arm with the attaching bolt (12), washers
(11), and nut (10).
NOTE: To maintain switch adjustment, do not permit the nut on the switch side of the
mounting bracket to turn.
(10) Install the down-position switch (1) on the down-position switch bracket (2). Attach the down-
position switch wire harness to the lower drag leg (7) with wire harness clamps.
(11) Lubricate the drag brace joints with grease (1, Table 2, 32-00-00).
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CAUTION: The landing gear must not be cycled with the power pack if low
on fluid or if the landing gear system is not properly rigged. Use the
emergency extension hand pump, TK229/939 hydraulic hand pump
(11, Table 1, 32-00-00) or TK229-1/939 air-driven hydraulic pump
(12, Table 1, 32-00-00) to extend and retract the landing gear for
maintenance and rigging.
(12) Check the landing gear rigging (Ref. Chapter 32-30-09, MAIN LANDING GEAR RIGGING).
(13) Cycle the landing gear and check for proper operation of the in-transit and gear-down lights.
If necessary, adjust the down-position, up-position, and actuator down-position switches (Ref.
32-60-00).
Chapter 7-10-00).
24-40-00).
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Main Landing Gear Drag Brace Assembly

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MAIN LANDING GEAR DOORS - MAINTENANCE PRACTICES
1. Main Landing Gear Doors

A. Removal


WARNING: Any time the landing gear is only partially retracted during
maintenance, always cycle the gear with the power pack through
at least one complete cycle before removing the airplane from the
jacks.
(1) Remove the cotter pin (1), nut (2), washers (3) and bolt (4) attaching the link assembly (5) to the
main gear door bracket (6) (Ref. Figure 201).
(2) Remove the screw (7) and washer (8) attaching the hinge pin (9).
(3) Remove the hinge pin (9) from the main gear door hinge halves (10 and 11) and remove the
main gear door (12) from the airplane.
B. Installation
(1) Align the main gear door hinge halves (10 and 11) in the installed position (Ref. Figure 201).
(2) Install the hinge pin (9) through the hinge halves (10 and 11).
(3) Install the washer (8) and screw (7) in the end of the hinge pin (9).
(4) Install the bolt (4), washers (3), nut (2) attaching the link assembly (5) the main gear door bracket
(6).
C. Hinge Wear Limits
Maximum hinge inner diameter is 0.110 inch. If the hinge is worn to more than the 0.110 inch, replace
the hinge.
D. Hinge Pin Wear Limits
The hinge pin outer diameter limit is 0.084 inch. If the hinge pin diameter is less than 0.084 inch,
replace the hinge pin.
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Main Landing Gear Door

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MAIN LANDING GEAR DOOR ACTUATOR CAM - MAINTENANCE PRACTICES
1. Main Landing Gear Door Actuator Cam

A. Removal
(1) Carefully disconnect the springs (10) from the side of the support assembly (14) (Ref. Figure
201).
(2) Remove the cotter pin, nut (1), washer (2), and bolt (6) attaching the link assembly (22) to the
cam assembly (5).
(3) Remove the cotter pin, nut (18), washer (17), springs (10) and bolt (14) attaching the door
actuator cam assembly (5) to the support assembly (14).
(4) Remove the nut (9), washer (8) and bolt (4) attaching the adjusting block (7) to the door actuator
cam assembly (5).
B. Installation
CAUTION: The main landing gear doors must be rigged after the actuator cam
is installed.
(1) Insert the bolts (4) through the door actuator cam assembly (5) and the adjusting block (7). Install
the washers (8) and nuts on the bolts (4) finger-tight until the main landing gear doors are rigged
(Ref. Figure 201).
(2) Place the springs (10) on the door actuator cam assembly (5).
(3) Insert the bushing (11) in the door actuator cam assembly (5).
(4) Position the door actuator cam assembly (5) in the support assembly (14) and insert the bolt
(15) through the support assembly and bushing (11). Install the washer (17) and nut (18) on the
bolt (15).
(5) Connect the springs (10) to the side of the support assembly (14).
(6) Align the link assembly (22) on the door actuator cam and insert the bolt (6) through the link
assembly (22) and door actuator cam assembly. Install washer (2) and nut (1).
(7) Rig the main landing gear door as instructed in 32-30-12.
C. Inspection
(1) Remove the door actuator cam assembly as instructed in this section.
(2) Inspect the components as instructed in Table 201 in this section. Replace all components worn
beyond the wear limits stated in Table 201 (Ref. Figure 201).
(3) Reinstall the door actuator cam assembly as instructed in this section.
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Table 201. MAIN LANDING GEAR DOOR ACTUATOR CAM WEAR TOLERANCES
ITEM AND INDEX INSIDE DIAMETER OUTSIDE DIAMETER WEAR LIMITS/

NUMBER * REMARKS
Cam Slot (5) Slot width should be
0.690 to 0.705 inch (new).
Slot width may wear to
0.78 inch maximum.
If worn beyond this
limit, a repair must not
be attempted and the
part must be replaced.
Refer to theModel 1900
Airliner Series Structural
Repair Manual Chapter
52-92-02.
Pivot Bushing Bore (5) 0.4682 to 0.4697 inch No wear permissible.
Bushing (12) 0.3757 to 0.3780 inch 0.4682 to 0.4697 inch Inside diameter may wear
to 0.383 inch maximum.
Spring Hole (5) 0.385 to 0.394 inch Grooving due to spring
contact to a depth of 0.06
inch is permissible.
Link Attach Hole (5) 0.3745 to 0.3756 inch Inside diameter may wear
Bushing (3) 0.2500 to 0.2515 inch 0.3761 to 0.3756 inch Inside diameter may wear
If bushing is loose in
bore, remove and install
with retaining compound
(10, Table 2, 32-00-00).
Stop Bolt Pad (5) Surface may wear to
a depth of 0.03 inch
maximum.
Adjusting Block (7) Surface may wear to
a depth of 0.04 inch
maximum.
Pivot Bushing (11) 0.249 to 0.250 inch 0.3725 to 0.3740 inch Outside diameter may
wear to 0.370 inch
minimum.
Pivot Bolt (15) 0.246 to 0.249 inch Outside diameter may
wear to 0.244 inch
minimum.
Link Assembly Clevis 0.250 to 0.254 inch Inside diameter may wear
Hole (22) to 0.265 inch maximum.
Link Assembly Rod End 0.3125 to 0.3140 inch Inside diameter may wear
Hole (22) to 0.3145 inch maximum.
Maximum allowable
radial play between inner
and outer races is 0.005
inch.
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Table 201. MAIN LANDING GEAR DOOR ACTUATOR CAM WEAR TOLERANCES (continued)
ITEM AND INDEX INSIDE DIAMETER OUTSIDE DIAMETER WEAR LIMITS/
NUMBER * REMARKS
Upper Link Bolt (6) 0.246 to 0.249 inch Outside diameter may
wear to 0.244 inch
minimum.
Lower Link Bolt (13) 0.309 to 0.312 inch Outside diameter may
wear to 0.307 inch
minimum.
Link Bracket Holes (19) 0.3125 to 0.3165 inch Inside diameter may wear
If worn beyond the
limit, ream to 0.439 to
0.441 inch and install a
NAS75-5-4 bushing using
retaining compound (10,
Table 2, 32-00-00).
Cam Pivot Hole (14) 0.250 to 0.254 inch Inside diameter may wear
Spring Hole (14) 0.385 to 0.397 inch Grooving, due to spring
contact, to a depth of
0.06 inch is permissible.
* Index numbers refer to items listed in Figure 201.
D. Repair
(1) Clean the area to be repaired with solvent (5, Table 2, 32-00-00).
(2) Roughen the area to repaired with 180-grit Emery Cloth (12, Table 2, 32-00-00).
(3) Clean the roughened area with soap and water, rinse and wipe dry with a lint-free cloth or blow
dry with filtered air.
NOTE: If the door cam assembly slot width is worn less than 0.02 inch, repair the worn area
with filler (14, Table 2, 32-00-00). If the door cam assembly slot width is worn more
than 0.02 inch, repair the worn area with filler (15, Table 2, 32-00-00). Refer to the
Model 1900 Airliner Series Structural Repair Manual Chapter 52-92-02.
(4) Mix the filler per the manufacturer's instructions and apply to the roughened area.
(5) Allow the filler to harden to a workable state and work the hardened filler into the original door
cam assembly configuration.
(6) Smooth the filler with 320-grit Emery Cloth.
(7) Apply protective coating (11, Table 2, 32-00-00) to the repaired area. Allow to set for 5 minutes
and rinse clean.
(8) Apply a coat of zinc chromate primer to the repaired area.
(9) Allow the filler to fully cure approximately 6 to 8 hours before operating the doors. Rig the main
gear doors as instructed in 32-30-12.
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Main Landing Gear Door Actuator Cam

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NOSE LANDING GEAR AND DOORS - MAINTENANCE PRACTICES
1. Nose Landing Gear Assembly

A. Servicing
Lubricate the nose gear as instructed in the Lubrication Schedule in Chapter 12-20-00.
2. Nose Landing Gear Shock Absorber

A. Servicing

NOTE: Check the fluid level and fill the landing gear shock absorber as follows:
(4) Remove the valve cap from the valve stem located at the top of the nose gear strut.
WARNING: All air pressure must be released before removing the valve
core from the valve assembly.
(5) Slowly extend the strut to draw the hydraulic fluid into the strut.
(6) Remove the valve core from the valve stem.
NOTE: The total hydraulic fluid capacity of the strut is 1.8 quarts (1700cc).
(7) Place one end of a clean 1/4 inch I.D (6.35 mm I.D.) hose over the valve stem. Submerge the
opposite open end of the hose in a container full of clean hydraulic fluid (2, Table 2, 32-00-00).
(8) Slowly jack the landing gear to extend the strut and draw the hydraulic fluid into the strut.
(9) When the strut is fully extended, slowly compress the strut to expel excess hydraulic fluid and
trapped air.
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Chapter 7-10-00).
(11) With the airplane on the ground and empty, except for full fuel and oil, inflate the nose gear strut
by injecting dry filtered air or nitrogen into the valve stem until the piston is extended 5.25 to 5.75
inches (133.4 to 146.0 mm).
B. Servicing - Inflation
CAUTION: Loss of oil will result in strut appearing to need inflation. Low
oil levels will damage the strut and could result in hard landing
damage to the aircraft. If loss of oil is detected or suspected, check
oil level using the NOSE LANDING GEAR SHOCK ABSORBER
SERVICING procedure.
(1) With the airplane on the ground and empty, except for full fuel and oil, measure the extension
of the air piston. If the extension is between 5.25 and 5.75 inches in length, the shock absorber
does not need to be inflated. If the extension is less than 5.25 inches, perform Step (2).
(2) Inflate the nose strut with nitrogen or dry filtered air until the piston is extended 5.25 to 5.75
inches.
3. Nose Landing Gear

A. Removal
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(3) Retract the gear until the load is removed from the upper and lower drag brace arms (1, 2 and
21) and the actuator (3) is unlocked (Ref. Figure 201).
NOTE: Note the location and thickness of all washers and bushings for installation purposes.
(4) Disconnect the nose gear door link assemblies from the strut (4) by removing the nuts, washers,
and bolts attaching the nose gear door link assembly rod ends to the nose gear strut. Tie the
nose gear door away from the work area.
(5) Remove the nut (5), washer (6) and bolt (7) attaching the actuator clevis to the yoke (8).
(6) Disconnect the taxi light electrical wiring from the airplane electrical wiring harness.
CAUTION: As hydraulic hoses and tubes are disconnected, plug or cap all
openings to prevent entry of foreign material into the tubes or hoses.
(7) If power steering is installed on the airplane, disconnect the electrical wiring from the power
steering actuator. Disconnect the flexible hydraulic hoses at the hose bracket mounted on the
LH keel of the nose gear wheel well.
NOTE: Note the location and thickness of all washers and bushings for installation
purposes. The bushing locations must be marked so that the bushing is installed
in the correct location.
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(8) Remove the cotter pin (9) nut (10), washers (11 and 12), bushings (13) and bolt (14) attaching
the lower drag brace legs (1 and 2) to the strut (4).
(9) Place a block under the tire to remove part of the load on the strut attaching bolts (15) and
support the strut while the attaching bolts are being removed.
(10) Remove the strut hinge bolt access covers.
NOTE: Note the position and thickness of all washers and bushings for installation
purposes. Carefully remove the bolts to avoid damaging the bushings.
(11) Remove the cotter pin (16), nut (17), washers (18 and 19), bushing (20) and bolt (15) attaching
the RH and LH side of the strut and lower the nose gear assembly from the airplane.
B. Installation
NOTE: At the time of installation lubricate bolts (14 and 15) and bushings (13 and 20) with
grease (1, Table 2, 32-00-00).
(1) Install the bushings (20) in the strut as noted during removal (Ref. Figure 201).
(2) Install a washer (18) on each of the RH and LH strut attaching bolts (15). The washer countersink
must be to the bolt heads.
NOTE: Install the washers (19) in the same positions noted during removal.
(3) Position the strut in the wheel well. Carefully install the nose landing gear RH and LH hinge bolts
(15) with a 100951-X-031-UC washer (19) installed between the strut (4) and the nose wheel
well keel.
NOTE: Use additional AN960-1016 and/or AN960-1016L washers (18) under the nut to
obtain proper torque of the nut (17).
(4) Install a washer (18) and nut on each bolt (15). Torque the two nuts (17) 400 to 700 inch-pounds.
Install new cotter pins (16).
(5) Place the ends of the lower drag brace legs (1 and 2) through the strut web.
(6) Attach the lower drag brace legs (1 and 2) to the strut with bolt (14), washers (11 and 12) bushings
(13) and nut (10). Each bushing (13) must be installed in the drag brace leg (1 or 2) from which
it was removed. The washers (11 and 12) must be installed in the same position as noted during
removal.
NOTE: Use an AN960-1016 and/or AN960-1016L washer (11) under the nut (10) as
required to obtain the proper torque and engagement of the nut.
(7) Torque the nut (10) 200 to 400 inch-pounds and install a new cotter pin (9).
(8) Align the actuator clevis bolt hole with the bolt hole in the yoke, then install the bolt (7), washer
(6) and nut (5).
(9) Connect the airplane electrical wiring to the taxi light wire.
(10) Attach the nose gear door push-pull links to the strut with the attaching nuts, washers, and bolts.
Install the washers as noted during removal.
(11) Lubricate the strut and drag brace hinge joints with grease (1, Table 2, 32-00-00).
(12) Inflate the nose landing gear strut to 30 psi minimum with nitrogen or dry filtered air.
(13) Perform a retraction and nose gear rigging check (Ref. 32-30-13, NOSE LANDING GEAR
RIGGING).
(14) Install the strut hinge bolt access covers.
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CAUTION: Before removing the airplane from the jacks, make sure that the
landing gear emergency extend hand pump handle is in the stowed
position, the plunger on the service valve is pushed down with the
hinged retainer in place, the landing gear control handle is in the
down position and the landing gear is down and locked.Never inflate
the strut while the airplane is on jacks.
Chapter 7-10-00).
inches.
(18) Install the valve cap on the valve stem.
24-40-00).
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Nose Landing Gear

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NOSE LANDING GEAR DRAG BRACE - MAINTENANCE PRACTICES
1. Nose Landing Gear Drag Brace

A. Removal



(3) Retract the nose gear until the load is removed from the drag brace and the actuator (3) is
unlocked (Ref. Figure 201).
NOTE: Note the position and thickness of all washers for installation purposes.
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(4) Remove the nuts, washers and bolts attaching the push-pull link rod ends to the nose gear door
bracket. Tie the nose gear door away from the work area.
(5) Remove the clamps securing the down-position switch wiring to the upper drag brace (21).
NOTE: To maintain down-position switch (33) adjustment, do not allow the down-position
switch nut on the top of the upper drag brace (21) to turn.
(6) Remove the down-position switch (33) from the upper drag brace (21).
(7) Remove cotter pin, nut, washer, bushing and bolt (34) attaching the yoke to the upper drag brace
(21).
(8) Remove the nut (5), washer (6) and bolt (7) attaching the actuator clevis to the yoke (8).
NOTE: Note the location and thickness of the washers and bushings for installation
purposes.
(9) Remove the cotter pin (9), nut (10), washers (11 and 12), bushings (13) and bolt (14) attaching
the lower drag brace legs (1 and 2) to the strut (4).
(10) If necessary, retract the actuator to avoid interference when removing the lower drag brace legs
(1 and 2).
(11) Remove the cotter pin (22), nut (23), washers (24 and 25), bushings (26) and bolt (27) connecting
the upper drag brace (21) and lower drag brace legs (1 and 2).
(12) Remove the two nuts (28), washers (29) and bolts (30) securing the two pins (31) in the upper
drag brace (21).
(13) Remove the two pins (31) and washers (32) from the upper drag brace using vise-grips or
equivalent pliers. Retain the washers (32) located between the upper drag brace and the
attachment fitting. Remove the upper drag brace assembly.
B. Installation
(1) Coat the pins (31) and washers (32) with grease (1, Table 2, 32-00-00) (Ref. Figure 201).
(2) Install one AN960-1016L washer (32) on each side of the upper drag brace (21) between the
upper drag brace and attachment beam.
(3) Tap the two pins (31) into the attachment beam and the upper drag brace (21). Align the holes
in the pin with the drag brace bolt holes.
(4) Install the two bolts (30), through the upper drag brace (21) and the pins. Install the washers
(29) and nuts (28).
NOTE: Ensure the end of each pin is 0.25 inch from the outboard side of the attachment
beam (Ref. Figure 201, Sheet 2 of 2).
(5) Coat the hinge bolt (27) and bushings (26) with grease (1, Table 2, 32-00-00).
(6) Align the upper drag brace (21) with the lower drag brace legs (1 and 2).
(7) Install the bushings (26) in the same LH or RH lower drag brace legs (1 or 2) as noted during
removal.
(8) Connect the lower drag brace legs (1 and 2) to the upper drag brace (21) with the attaching bolt
(27), washers (24 and 25) and nut (23).
NOTE: Use an AN960-1016 and/or AN960-1016L washers (24) under the nut as required
to obtain proper torque.
(10) Coat the bolt (14) and bushings (13) with grease (1, Table 2, 32-00-00).
(11) Place the lower ends of the lower drag brace legs (1 and 2) through the web in the strut (4).
(12) Attach the lower drag brace legs to the nose gear strut with the bolt (14), washers (11 and 12)
and nut (10).
NOTE: Use AN960-1016 or AN960-1016L washers (11) under the bolt head (14) and nut
(10) to obtain proper torque.
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(14) Align the actuator (3) until the actuator clevis bolt hole aligns with the bolt hole in the yoke (8)
and install the attaching bolt (7), washer (6), nut (5).
NOTE: To maintain adjustment of the down-position switch (33), do not allow the nut on the
top of the upper drag brace (21) to turn.
A minimum of one AN960-616 or AN960-616L washer must be installed on each side of
the yoke.
(15) Manually pull the drag brace to the extended position and extend the actuator. Install the
AN960-616 and/or AN960-616L washers, as required on each side of the yoke to obtain correct
alignment (Ref. 32-30-13, NOSE LANDING GEAR RIGGING).
CAUTION: Ensure the yoke bolt head is facing the shimmy damper. Failure to
do so will cause damage to the shimmy damper upon retraction.
(16) Install the stop bolt (34), bushing, washer, nut and cotter pin.
(17) Install the down-position switch (33) and wiring clamps to the upper drag brace (21).
(18) Connect the nose gear door push-pull links to the nose gear door with the attaching nuts,
washers and bolts. Refer to the 32-20-04, NOSE GEAR DOOR ASSEMBLY illustration in the
(19) Lubricate the drag brace grease fittings with grease (1, Table 2, 32-00-00). Use a nozzle (6,
Table 1, 32-00-00) to lubricate the drag brace hinge bolt and pins (14, 15, 27 and 31).
(20) Check the landing gear rigging (Ref. Chapter 32-30-09, MAIN LANDING GEAR RIGGING).
Chapter 32-60-00).
C. Bolt Inspection
(3) Pull up the red knob on top of the service valve. Using the alternate extension hand pump,
slightly retract the nose landing gear until the nose gear actuator is unlocked and the load is
removed from the drag brace (Ref. 32-30-00, LANDING GEAR HAND PUMP CYCLING).
(4) Lubricate the drag brace grease fittings with grease (1, Table 2, 32-00-00).
(5) Remove the cotter pin (9) and loosen the nut (10) two turns on the lower bolt (14) attaching the
lower drag brace legs (1 and 2) to the strut (4) (Ref. Figure 201).
(6) Remove the cotter pin (22) and loosen the nut (23) two turns on the center bolt (27) attaching
the lower drag brace legs (1 and 2) to the upper drag brace (21).
(7) With a torque wrench on the bolt head, check the torque needed to turn the lower bolt (14).
Repeat for the center bolt (27). The torque required to turn either bolt is 400 inch-pounds
maximum.
(8) If more than 400 inch-pounds torque is needed to turn the bolts, determine the cause and replace
parts as necessary. Install parts removed and repeat Steps (4) thru (7).
(9) When the bolt torques meet requirements, tighten nut (23) on the center bolt (27) and torque
200 to 400 inch-pounds. Install a new cotter pin (22).
(10) Tighten nut (10) on the lower bolt (14) and torque 200 to 400 inch-pounds. Install a new cotter
pin (9).
(11) Disconnect the nose landing gear actuator clevis from the yoke (8) by removing the nut (5),
washer (6) and clevis bolt (7).
(12) Retract the actuator or move the drag brace so the yoke (8) can be rotated. Check for free
rotation of the yoke around the pivot/stop bolt (34).
(13) If the yoke does not rotate freely on the pivot/stop bolt (34), determine the cause and replace
parts as necessary. The yoke is not symmetrical, so if removal of the yoke is necessary, note
the position of the short side and the thickness and number of the washers on each side of the
yoke. Install parts removed and repeat Step (12).
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(14) If the yoke was removed, position the short side and install the washers as noted at removal. If
necessary, check alignment of the yoke with the drag brace (Ref. 32-30-13).
(15) Connect the nose landing gear actuator clevis to the yoke (8) by installing the clevis bolt (7),
washer (6), and nut (5). Tighten the nut to a recommended torque of 56 to 78 inch-pounds but
do not exceed the maximum torque of 135 inch-pounds.
(16) Push down the service valve red knob. Place the cockpit landing gear control handle in the DN
position.
(17) Use the alternate extension hand pump to move the landing gear to the down and locked position.
(19) Cycle the landing gear with the power pack through at least one cycle and ensure that all three
landing gears are down-and-locked.
(20) Perform the REMOVING GROUND POWER procedures (Ref. Chapter 24-40-00). Connect the
battery.
Chapter 7-10-00).
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Nose Landing Gear Drag Brace

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Nose Landing Gear Drag Brace

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NOSE LANDING GEAR TORQUE KNEE - MAINTENANCE PRACTICES
1. Nose Landing Gear Torque Knee

A. Removal



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WARNING: All air pressure must be released from the strut.

(4) Depress the valve core located inside of the valve stem until all air pressure is released. Allow
the strut to fully compress. Replace the valve cap on the valve stem.
NOTE: Note the position and thickness of all washers for installation purposes.
(5) Remove the cotter pin (1), nut (2), washers (3 and 4), bushing (5), and bolt (6) connecting the
upper and lower torque knees (7 and 8) (Ref. Figure 201).
(6) Remove the cotter pin, washer and tow limit pin (9) from the upper torque knee pin (10) and
strut. Tap the upper torque knee pin out and remove the torque knee (7) from the strut (13).
(7) Remove the cotter pin, washer and clevis pin (11) from the lower torque knee pin (12) and axle
socket. Tap the lower torque knee pin out and remove the torque knee (8) from the axle socket
(14).
(8) Inspect the upper and lower torque knee bushings for wear and/or damage (Ref. Model
1900 Airliner Series Component Maintenance, Chart 1, 32-20-00, NOSE LANDING GEAR
MANUFACTURING AND WEAR LIMITS).
B. Installation
(1) Position the lower torque knee lugs (8) in position on the axle socket (14) (Ref. Figure 201).
(2) Align the clevis pin holes in the torque knee pin (12) and axle socket (14) and tap the lower
torque knee pin (12) in position and secure the clevis pin (11) with a washer and new cotter pin.
(3) Position the upper torque knee (7) on the strut (13).
(4) Align the clevis pin holes in the torque knee pin (10) and strut (13) and tap the torque knee pin
(10) in position. Install the tow limit pin (9) and secure the pin with a washer and cotter pin.
NOTE: Install the washers and bushings in the same sequence noted during removal.
(5) Install the bolt (6), washers (3 and 4), bushing (5), nut (2) and a new cotter pin (1) attaching the
upper torque knee (7) to the lower torque knee (8). Install the washers (3 and 4) in the same
positions noted during removal. The torque knee joint must move freely.
(6) Lubricate the torque knee joint and torque knee pins with grease (1, Table 2, 32-00-00).
CAUTION: Before removing the airplane from the jacks, make sure that the
landing gear emergency-extend hand pump handle is in the stowed
position, the plunger on the service valve is pushed down with the
hinged retainer in place, the landing gear control handle is in the
DOWN position and the landing gear is down and locked.Never
inflate the strut while the airplane is on jacks.
Chapter 7-10-00).
inches.
(10) Install the valve cap on the valve stem.
24-40-00).
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Nose Landing Gear Torque Knee Assembly

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NOSE LANDING GEAR SHIMMY DAMPER - MAINTENANCE PRACTICES
1. Nose Landing Gear Shimmy Damper (Manual Steering Only)

A. Fluid Check
NOTE: The shimmy damper fluid level can be checked without removing the damper from the
airplane by inserting a thin wire through the aft end of the piston rod assembly and into
the hole of the aft floating piston.
To determine if the wire is inserted in the hole of the floating piston, insert the wire several times
noting each insertion depth. When the wire is in the floating piston hole, the depth will be
approximately 0.44 inch greater than when against the face of the floating piston.
(1) Check the shimmy damper hydraulic fluid level as follows (Ref. Figure 201):
(a) Insert a 1/16 inch diameter wire into the hole of the aft floating piston (2), mark the wire at
the piston rod assembly - aft end (3), remove and measure the distance from inserted end
of the wire (Dimension A).
(2) If Dimension A is greater than six inches (152.4 mm), service the shimmy damper. Refer to
Chapter 32, 32-20-00, 001 of the Model 1900 Airliner Series Component Maintenance Manual
for servicing instructions.
B. Removal
(1) Remove nut (1), washer (2) and bolt (3) attaching the shimmy damper (4) to steering bellcrank
(2) Remove nut (6), washer (7), bolt (9) and bushing (8) connecting shimmy damper (4) to the
airplane structure.
(3) Remove shimmy damper (4) from the airplane.
C. Installation
(1) Position the nose landing gear (13) so steering stop assembly (14) is centered between the
steering stop ears (15) on the aft side of the nose landing gear (Ref. Figure 202).
(2) Prior to installing the nose landing gear shimmy damper (1), adjust piston rod assembly - aft end
(3) to measure 3.75 inches from the aft end of barrel (4) (Ref. Figure 201).
(3) Position the aft end of shimmy damper (10) in the airplane structure (Ref. Figure 202).
(4) Insert bushing (8) and secure with bolt (9), washer (7) and nut (6).
(5) With the nose wheel centered, adjust rod end (11) until bolt (3) will fit through the rod end and
steering bellcrank (5) without binding. Install washer (2) and nut (1).
(6) Tighten jam nut (12) on rod end (11).
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Nose Landing Gear Shimmy Damper Manual Steering Only

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Shimmy Damper Installation

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Shimmy Damper Installation

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NOSE LANDING GEAR DOOR - MAINTENANCE PRACTICES
1. Nose Landing Gear Door

A. Removal
NOTE: Note the location, thickness and quantity of all washers installed at each location for
reinstallation purposes.
(1) Remove the nut (1), washers (2, 3 and 4) and bolt (5) attaching the link assembly (6) to the
bracket (7) (Ref. Figure 201).
(2) Repeat the removal procedure in Step (1) on the opposite link assembly.
(3) Remove the nut (8), washers (9, 11 and 12), bushing (10) and bolt (13) attaching the hinge (14)
to the brackets (15 and 16).
(4) Repeat the removal procedure in Step (3) on the opposite hinge assembly.
B. Installation
NOTE: Use AN960-716 or AN960-716L washers (11) on the sides of the hinge (14) to center the
nose gear door. A minimum of one washer must be installed on each side of the nose
gear door hinge assembly (14) (Ref. Figure 201).
(1) Install a washer (12) on bolt (13). Insert the bolt through the wheel well nose gear door bracket
(15), washer (11), bushing (10), nose gear door hinge (14), washer (11), wheel well nose gear
door bracket (16) and washer (9).
(2) Install the nut (8) on the bolt (13). Tighten the nut until the hinge (14) has 0.005 to 0.032 inch of
end play.
(3) Repeat the procedures in Steps (1) and (2) on the opposite hinge.
NOTE: Use AN960-516 washers (3 and 4) to center the link assembly rod end (6) in the
bracket (7). A minimum of one washer (3 and 4) must be installed between the link
assembly rod end (6) and the bracket (7).
(4) Install the bolt (5) through one side of the bracket (7), two washers (4), the door link assembly
(6), two washers (3) and the opposite side of the link assembly attach bracket (7).
(5) Install a washer (2) and nut (1) on the bolt (5).
(6) Repeat the procedures in Steps (4) and (5) on the opposite nose gear door link assembly.
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Nose Gear Door Assembly

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NOSE LANDING GEAR DOOR WINDOW - MAINTENANCE PRACTICES
1. Nose Landing Gear Door Window

A. Removal
(1) Using a marker, mark the position of the window (17) on the window edge and door (18) (Ref.
Figure 201).
(2) Remove the nuts (19), washers (20) and screws (21) from around the nose gear door window
(17).
(3) Remove the window (17) from the nose gear door (18).
B. Installation
(1) Position the window (17) in the nose gear door assembly (18) (Ref. Figure 201).
(2) Align the marks on the door and window made during removal.
(3) Install the nuts (19), washers (20) and screws (21) around the periphery of nose gear door
window (17).
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NOSE LANDING GEAR DOOR LINK ASSEMBLY - MAINTENANCE PRACTICES
1. Nose Landing Gear Door Link Assembly

A. Removal
(1) Remove the nut (22), washers (23, 24 and 25) and bolt (26) attaching the nose gear door link
assembly (6) to the nose gear strut lug (27) (Ref. Figure 201).
(2) Remove the nut (1), washers (2, 3 and 4) and bolt (5) attaching the nose gear door link assembly
(6) to the nose gear door bracket (7).
B. Installation
NOTE: Use AN960-516 washers (3 and 4) to center the link assembly rod end in the link
assembly attach bracket (7). A minimum of at least one washer (3 and 4) must be
installed between the link assembly rod end and the link assembly attach bracket
(7) side (Ref. Figure 201).
(1) Install the bolt (5) through one side of link assembly attach bracket (7), two washers (4), the door
link assembly (6), two washers (3) and the opposite side of the link assembly attach bracket (7).
(3) Install a washer (25) on bolt (26) and then insert the bolt through the link assembly (6), washer
(24) and strut lug (27).
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NOSE LANDING GEAR DOOR HINGE - MAINTENANCE PRACTICES
1. Nose Landing Gear Door Hinge

A. Removal
NOTE: Note the location, thickness and quantity of all washers installed at each location for
reinstallation purposes.
(1) Remove the nut (8), washers (9, 11 and 12), spacer (10), and bolt (13) attaching the hinge (14)
to the nose gear door brackets (15 and 16) (Ref. Figure 201).
(2) Remove nuts (28), washers (29) and screws (30) attaching the nose gear door hinge (14) to the
door.
B. Installation
(1) If a new door is being installed, accomplish the following new laminated shim installation
procedures (Ref. Figure 201):
(a) Using the old shim as a drill guide, drill the six 0.193 to 0.200 inch holes in the new shim.
(b) Install a screw in each corner of the hinge bracket.
(c) Position the new shim under the hinge brackets (31) and push the door to the closed
position using hand pressure only. If the door needs adjustment for a tight fit, remove
laminations from the shim until the door has a tight fit.
(2) Install the six screws (30), washers (29) and nuts (28) attaching the hinge to the door.
NOTE: Use AN960-716 or AN960-716L washers (11) on the sides of hinge assembly (14)
to center the nose gear door. A minimum of one washer must be installed on each
side of the nose gear door hinge assembly (14).
(15), washer (11), bushing (10), washer (11), nose gear door hinge (14), wheel well nose gear
door bracket (16) and washer (9).
(4) Install the nut (8) on the bolt (13). Tighten the nut until the hinge (14) has 0.005 to 0.032 inch of
end play.
(5) If necessary, repeat the procedures in Steps (1) thru (4) on the opposite hinge.
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NOSE LANDING GEAR DOOR HINGE WHEEL WELL BRACKET - MAINTENANCE PRACTICES
1. Nose Landing Gear Door Hinge Wheel Well Bracket

A. Removal
(1) Remove the nut (8), washers (9 and 11), spacer (10), washers (11 and 12) and bolt (13) attaching
the hinge (14) to the nose gear door hinge wheel well brackets (15 and 16) (Ref. Figure 201).
(2) Remove nuts (32), washers (33) and bolts (34) attaching the two nose gear door hinges to the
wheel well structure.
B. Installation
NOTE: Use AN960-716 or AN960-716L washers (11) on the sides of hinge assembly (14)
to center the nose gear door. A minimum of one washer must be installed on each
side of the nose gear door hinge assembly (14) (Ref. Figure 201).
(1) Install bolts (34), washers (33) and nuts (32) attaching the two nose gear door hinge brackets
(15 and 16) to the wheel well structure.
(15), washer (11), bushing (10), nose gear door hinge (14), washer (11) and the wheel well nose
gear door bracket (16) and washer (9).
(3) Install a washer (9) and nut (8) on the bolt (13). Tighten the nut until the hinge (14) has 0.005 to
0.032 inch of side play.
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NOSE LANDING GEAR DOOR ASSEMBLY LINK BRACKET - MAINTENANCE PRACTICES
1. Nose Landing Gear Door Assembly Link Bracket

A. Removal
(1) Remove the nut (1), washers (2, 3 and 4) and bolt (5) attaching the nose gear door link assembly
(6) to the nose gear door bracket (7) (Ref. Figure 201).
(2) Remove the nut (35), washer (36) and screw (37) attaching the nose gear door link attachment
bracket (7) to the nose gear door (18).
B. Installation
NOTE: Use AN960-516 washers (3 and 4) to center the link assembly rod end in the link assembly
attach bracket (7). A minimum of at least one washer (3 and 4) must be installed between
the link assembly rod end and the link assembly attach bracket (7) side (Ref. Figure 201).
(1) Install the screw (37) through the nose gear door. Install the nose gear door link assembly
bracket (7) on the bolt. Install a washer (36) and nut (35) on the bolt.
(2) Install the bolt (5) through one side of link assembly attach bracket (7), two washers (4), the door
link assembly (6), two washers (3) and the opposite side of the link assembly attach bracket (7)
and a washer (2).
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EXTENSION AND RETRACTION - DESCRIPTION AND OPERATION
1. General

landing gears are down and locked prior to removing the aircraft from
jacks.
building or hanger. In the interest of safety, should it become necessary
A. The nose and main landing gear assemblies are extended and retracted by a hydraulic power pack,
located inboard of the LH nacelle and forward of the main spar (Ref. Figures 1, 2, 3, 4 and 5). The
hydraulic power pack consists primarily of a 28 vdc motor, pump, two-section reservoir, filter, four-way
selector valve, up-and-down-selector solenoids, gear-up pressure switch and low fluid level sensor.
To prevent cavitation of the pump, engine bleed air, regulated 18 to 20 psi, is plumbed into the power
pack reservoir and the system fill can. A capped tee, adjacent to the manual bleed valve, is plumbed
into the bleed air line as a connection point from a source of pressurized air when the engines are
not operating. Associated plumbing for a normal extend mode, emergency extend mode, and normal
retract mode is routed from the power pack to each main gear actuator and the nose gear actuator.
The plumbing for the normal extend mode and the emergency extend mode is fitted as separate
plumbing to the shuttle valve in each actuator. The shuttle valves are spring-loaded to a position which
allows hydraulic fluid from the normal extend plumbing to flow into and out of the actuator cylinder.
The retract mode plumbing is fitted to the opposite end of each actuator. The system plumbing is
color coded as follows:
Orange - Regulated Engine Bleed Air
Green - Normal Extend
Blue - Normal Retract
Yellow - Hand Pump Suction
Green/White - Hand Pump Pressure
Light Green - Emergency Extend
B. A landing gear control switch handle, placarded UP and DN, is located on the pilot's inboard subpanel.
A solenoid operated downlock latch prevents the landing gear control handle from being raised while
the airplane is on the ground. The landing gear safety switch releases the latch when the plane leaves
the ground. If necessary, manually override the latch by pressing down on the red button placarded
DN LOCK REL. To prevent accidental gear retraction on the ground, a safety switch on the right main
strut breaks the control circuit whenever the strut is compressed.
CAUTION: Never rely on the safety switch to keep the gear down while taxiing or
on landing or takeoff roll. Always check the position of the landing gear
switch.
C. When the landing gear control handle is moved to the UP position, the gear-up solenoid mounted
on the valve body end of the power pack is energized to actuate the gear selector valve to allow
system fluid under pressure from the pump to flow to the retract side of the system. On the airplanes
equipped with power steering, the nose gear position switch mounted on the nose gear straightener
link will prevent retraction of the landing gear until the nose wheel is centered. The landing gear will
begin to retract when 200 to 400 psi of hydraulic pressure at the retract port of the actuator unlocks the
internal mechanical locking mechanism. The main gear moves forward and the nose gear moves aft
during retraction into their respective wheel wells. As the actuator pistons move to retract the landing
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gear, the fluid in the actuators exits through the normal extend port of the actuators and is carried back
to the power pack through the normal extend plumbing. When the hydraulic fluid enters the power
pack, the gear selector valve directs the return fluid to the primary reservoir.
D. The landing gear is held in the retracted position by positive hydraulic pressure. When the system
pressure reaches the high pressure limit, the gear-up pressure switch, mounted on the power pack
assembly, will interrupt current to the pump motor. This same pressure switch will activate the pump
motor if the system pressure drops to the low pressure limit. An accumulator, precharged to 800 ± 50
psi, is located in the LH wheel well and is designed to aid in maintaining the system pressure in the
gear-up mode.
E. When the landing gear control handle is moved to the DN position, the gear-down solenoid is
energized to actuate the selector valve to allow the system fluid under pressure from the pump to
flow to the extend side of the system. As the actuator pistons move to extend the landing gear, the
fluid in the actuators exits through the normal retract port of the actuators and is carried back to
the power pack through the normal retract plumbing. Fluid from the pump opens a pressure check
valve in the power pack to allow the return fluid to flow into the primary reservoir. When the actuator
pistons are positioned to fully extend the landing gear, an internal mechanical lock in each actuator
will lock the actuator pistons to hold the gear in the down position. In this position, the internal locking
mechanism in each actuator will actuate the actuator down-position switch to interrupt current to the
pump motor. The motor will continue to run until all three landing gears are down and locked.
F. A yellow HYD FLUID LOW annunciator located in the CAUTION/ADVISORY panel will illuminate in
the event the hydraulic fluid level in the landing gear power pack becomes critically low. When low
fluid level is indicated, the landing gear must not be extended or retracted using the hydraulic power
pack. The landing gear is extended by using the emergency extension hand pump. A sensing unit
mounted on the motor end of the power pack provides the necessary switching circuitry to illuminate
the low fluid light. The optically operated sensing unit has an integrated self-test circuit. The integral
self-test circuit is energized by a switch on the instrument panel and functionally tests the sensing
unit's internal circuitry.
G. Manual landing gear extension is provided through a manually powered hydraulic system (Ref.
Figures 4 and 5). A hand pump, placarded LANDING GEAR ALTERNATE EXTENSION, is located
on the floor between the pilot's seat and the pedestal. The pump is used when emergency extension
of the gear is required. To extend the gear with this system, pull the landing gear control circuit
breaker on the pilot's inboard subpanel and place the landing gear control handle in the DN position.
Remove the pump handle from the securing clip and pump the handle up and down to extend the
gear. As the handle is pumped, hydraulic fluid is drawn from the hand pump suction port of the power
pack into the pump and exited under pressure. Fluid under pressure from the pump is routed to the
power pack hand pump pressure port and to the shuttle valve in each actuator. Fluid pressure at the
shuttle valves will position the valves to allow fluid to flow into the actuator cylinders. As the actuator
pistons move to extend the landing gear, the fluid in the actuators exits through the normal retract
port of the actuators and is carried back to the power pack through the normal retract plumbing. The
fluid routed to the power pack hand pump pressure port from the hand pump unseats the internal
hand pump dump valve to allow the return fluid to flow into the primary reservoir. Continue to pump
the handle up and down until the green GEAR DOWN indicator lights on the pilot's inboard subpanel
illuminate. Ensure that the pump handle is in the fully down position prior to placing the pump handle
in the securing clip. When the emergency extend hand pump handle is stowed, an internal relief
valve is actuated to relieve the hydraulic pressure in the pump.
WARNING: After an EMERGENCY landing gear extension has been made, do

not move any landing gear controls or reset any switches or circuit
breakers until the malfunction has been determined and corrected.
H. A service valve located inboard of the pump and motor assembly is used, in conjunction with the hand
pump, to raise and lower the gear for maintenance purposes. The service valve is accessible through
a door in the wing skin just inboard of the LH nacelle. With the airplane on jacks and an external power
source attached, unlatch the hinged retainer and pull up on the red knob located on top of the service
valve. The hand pump is then pumped to raise the gear to the desired position. After the required
maintenance has been performed, push the red knob down and use the hand pump to lower the gear.
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CAUTION: If the red knob on the service valve is pushed down while the landing
gear is retracted with the electrical power on and the landing gear control
handle in the down position, the landing gear will extend immediately.
I. A fill can, located just inboard of the LH nacelle and forward of the main spar, has a screw-on cap
with a dipstick attached marked FILL WARM - COLD. Prior to removing the fill can lid, the knob on
the manual bleed valve must be depressed to relieve the air pressure in the system. The hydraulic
fluid system capacity is approximately 10 quarts.
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Hydraulic Landing Gear System

Figure 1 (Sheet 1)
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Hydraulic Landing Gear Schematic (Normal Extend Mode)

Figure 2 (Sheet 1)
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Hydraulic Landing Gear Schematic (Normal Retract Mode)

Figure 3 (Sheet 1)
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Hydraulic Landing Gear Schematic (Emergency Extend Mode)

Figure 4 (Sheet 1)
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Hydraulic Landing Gear Schematic (Hand Pump Retract Mode)

Figure 5 (Sheet 1)
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EXTENSION AND RETRACTION - TROUBLESHOOTING
1. Landing Gear Extension and Retraction

jacks.
The following test equipment will permit troubleshooting the hydraulic power pack assembly (Ref.
Figures 101 and 102).
1. A hand or air-driven pump (11 or 12, Table 1, 32-00-00) capable of delivering 3,600 psig.
2. A pressure gage (4, Table 1, 32-00-00) with a range of 4,000 psig.
3. A continuity checker (ohmmeter) (5, Table 1, 32-00-00).
The hand or air-driven pump (11 or 12, Table 1, 32-00-00) must have a reservoir, or be equipped with
fittings which will permit connection to a reservoir. The test equipment must have valves capable of
controlling the application and release of hydraulic fluid to the unit under test. The test equipment must be
capable of holding a pressure of at least 3,600 psig without leaks.
A. Landing Gear Hydraulic Fluid Leak Test
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NOTE: The cap must be capable of holding 3,600 psi.
(2) Disconnect the retract lines connected to the three (nose and two main) landing gear actuators.
Cap the lines to two of the actuators. Plug the two openings on the actuators.
(3) Install a pressure gage in the retract line between the power pack and the actuator to monitor
the hydraulic pressure from the power pack.
(5) Place the landing gear control handle in the UP position.
(6) Time the cycling of the power pack motor. If the power pack motor continues to cycle excessively,
the leak is in a retract line or actuator.
(7) Visually check all of the landing gear hydraulic lines for evidence of a hydraulic fluid leak.
(8) If no leak is indicated in the hydraulic lines, connect the retract hydraulic line to the nose gear
actuator.
(9) Time the cycling of the power pack motor. If the power pack motor does not cycle, replace the
actuator. If the power pack motor continues to cycle excessively, connect the retract hydraulic
line to the RH main gear actuator.
actuator. If the power pack motor continues to cycle excessively, connect the retract hydraulic
line to the LH main gear actuator.
actuator. If the power pack motor continues to cycle excessively, troubleshoot the power pack.
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2. Landing Gear Time Delay Relay Printed Wiring Board (PWB) (A316)
A. Functional Test

WARNING: When jacking the airplane in an unsheltered area where winds

in excess of 35 kts will be encountered, do not jack more than
one gear at a time clear of the ground.
WARNING: Any time the landing gear has been only partially retracted
during maintenance, cycle the gear with the power pack
through at least one complete cycle before removing the
airplane from the jacks.
WARNING: For safety reasons, pull the 2-ampere control circuit breaker
on the pilot's inboard subpanel and place a note on the circuit
breaker panel that LANDING GEAR MAINTENANCE IS IN
PROCESS during maintenance on the landing gear.
WARNING: It is recommended that the area be roped off during extension

or retraction of the landing gear.
NOTE: In the normally operating landing gear control circuit, the time delay assembly will
apply ground through a current limiting resistor causing the 2 ampere gear control
circuit breaker to open, preventing further damage to the system. Should the time
delay circuit for the landing gear malfunction for any reason and the uplock pressure
switch fail to interrupt power to the landing gear power pack motor, the motor would
continue to run and damage the power pack assembly.
NOTE: A test unit designed for use in functionally checking the time delay PWB (A316) for
proper operation is shown in Figure 101. The following procedure outlines the
method of checking the operation of the time delay assembly.
(1) Assemble a test unit (Ref. Figure 101).

(2) Remove the two center aisle floorboards 143ATC and 153ATC (Ref. Chapter 06-50-00, CABIN
FLOORBOARD PANELS).
(3) Loosen the two bolts located at each end of the wire connector on the top of the time delay PWB.
(4) Remove the time delay PWB wiring connector from the forward lower cabin electrical equipment
panel box and remove the time delay PWB from the wiring connector.
(5) Connect the test unit to the time delay PWB.
(6) Apply power to pin 5 of the time delay PWB. Lamp L1 on the test box will illuminate.
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(7) After a time delay of 16 ± 0.5 seconds, lamp L1 will extinguish and lamp L2 will illuminate. If
lamp L1 did not extinguish and L2 illuminate at 16 ± 0.5 seconds, the time delay PWB must be
replaced.
(8) Remove the time delay PWB from the test unit.
(9) Reinstall or install a new time delay PWB in the electrical equipment box.
(10) Place the wiring connector on top of the time delay PWB and secure with the two bolts.
(11) Install the two center aisle floorboards 143ATC and 153ATC (Ref. Chapter 06-50-00, CABIN
FLOORBOARD PANELS).
3. Landing Gear Power Pack Gear-Up Pressure Switch

A. Test



NOTE: Connect a pump (11 or 12, Table 1, 32-00-00) and gage (4, Table 1, 32-00-00) to
the gear-up port of the power pack only; do NOT connect the pump at any other
location in the hydraulic system.
(2) Connect the hand pump and gage to the gear-up port of the power pack (Ref. Figure 102).
(3) Connect the continuity checker to the pins "B" and "C" of the electrical connector of the pressure
switch. The continuity checker indicates there is continuity between the pins.
(4) Slowly apply pressure with the hand pump while monitoring the continuity checker and the
pressure gage. The pressure switch actuates, as indicated by a loss of continuity, at a pressure
of 2,720 to 2,830 psig.
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Landing Gear Time Delay Relay Printed Wiring Board (A316) Functional Test
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Landing Gear Hydraulic Power Pack Assembly

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(5) Decrease the pressure slowly while monitoring the continuity checker and the pressure gage.
The pressure switch deactuates, as indicated by regaining continuity, at a pressure of 2,175 to
2,325 psig.
(6) Disconnect the test equipment.
4. Landing Gear Power Pack Uplock Check Valve and Thermal Test Relief Valve
A. Test



NOTE: Connect a pump (11 or 12, Table 1, 32-00-00) and pressure gage (4, Table 1,
32-000-00) to the gear-up port of the power pack only; do NOT connect the pump at
any other location in the hydraulic system.
(2) Connect a pump and pressure gage to the gear-up port of the power pack (Ref. Figure 102).
(3) Apply a pressure of 2,800 psig. Allow the pressure gage to stabilize. The gage must not indicate
a loss of pressure due to an internal leakage.
(4) Slowly increase the pressure while monitoring the pressure gage. The thermal relief valve
relieves at a pressure of 3,500 ± 50 psig. Stop pumping after the thermal relief valve has cracked,
and monitor the pressure gage as the pressure decreases. The pressure indication stabilizes at
a minimum of 3,150 psig, indicating the pressure at which the thermal relief valve has closed.
(5) Release the pressure and disconnect the equipment.
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Table 101. Landing Gear Extension and Retraction
DISCREPANCY PROBABLE CAUSE CORRECTIVE ACTION

1. Landing gear will not a. Landing gear control circuit Close landing gear control circuit
retract. breaker open. breaker.
b. Power pack motor circuit Close the power pack motor circuit
breaker open. breaker. Check circuit breaker and
replace if necessary.
c. Manual emergency extend hand Place the emergency extend hand
pump handle not in the stowed pump handle in stowed position.
position.
d. Red knob on the service valve Push the red knob down and
is in the UP position. secure in down position.
e. Service valve switches are Replace defective switches.
defective.
f. RH landing gear safety switch Adjust or replace safety switch as
is not closed. instructed in 32-60-05.
g. Circuit breaker tripped after Check time delay (A316) as
setting. instructed under the heading
Landing Gear Time Delay Relay
Printed Wiring Board (PWB)
(A316) Functional Test in this
section.
h. Landing gear control circuit Check up and down circuit and
shorted. correct shorts.
i. Power pack motor relay coil Replace the power pack motor
shorted. relay coil.
j. Gear-up or gear-down selector Replace the gear-up and
solenoid shorted. gear-down selector solenoid.
k. Circuit breaker tripped. Check circuit breaker and replace
if necessary.
l. Pressure switch closes at low Check for continuity between
pressure. pins "B" and "C". If no continuity,
replace the pressure switch.
m. Gear-up solenoid energizes Check for continuity of LH
improperly. safety switch with weight off of
gear. Adjust or replace switch if
continuity is not indicated.
n. Gear selector valve stuck in the Check for an audible click when
down mode. the landing gear control is moved
to the gear-up position. If no click
is heard, replace the gear selector
valve.
o. Open circuit between the circuit Check circuit for broken or loose
breaker and gear selector switch. wires. Correct any open circuits.
p. Power pack motor coil open or Ground the coil correctly or replace
poor ground connection. coil if coil is open.
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Table 101. Landing Gear Extension and Retraction (continued)

q. Power pack motor windings Check for continuity between the
open or poor ground connection. positive terminal of the coil and
ground. Correctly ground the coil
or replace the motor if windings
are open.
2. One main landing gear will a. Dirty retract port on actuator. Clean retract port.
not retract.
3. One main gear retracts a. Clogged actuator retract orifice. Clean actuator retract orifice.
slower than opposite gear.
4. Landing gear will not a. Landing gear control circuit Close the landing gear control
extend. open. circuit breaker.
b. Power pack pump motor circuit Close the circuit breaker.
breaker open.
c. Red knob on the service valve Push the red knob down and
in the up position. secure in down position.
d. Service valve switches are Replace the service valve
defective. switches.
e. Power pack motor relay coil Check for continuity through the
does not receive power. nose gear actuator down-position
switch and the main gear
down-position switches with the
airplane on jacks and the gear
partially retracted. If there is no
continuity, adjust or replace the
switches as instructed in 32-60-00.
f. Circuit breaker open again. Close circuit breaker.
g. Circuit breaker trips in less than Check the circuit as instructed
15 seconds. under the heading Landing Gear
Time Delay Relay Printed Wiring
Board (PWB) (A316) Functional
Test in this section. Replace the
PWB (A316) if open circuit exists.
h. The gear-up and gear-down Check each circuit and repair any
circuit is shorted to ground. faults.
i. Pump motor relay coil is shorted Replace the relay.
to ground.
j. The gear-up or gear-down Replace the solenoids that are
selector solenoids are shorted to shorted to ground.
ground.
k. Circuit breaker does not operate Replace the circuit breaker. If the
properly. circuit breaker trips again, check
the control circuit for shorts to the
structure. Correct any faults.
l. Pump motor windings shorted to Replace the pump motor.
ground.
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Table 101. Landing Gear Extension and Retraction (continued)

m. Open circuit between the Check for loose or broken wires
selector valve gear-down solenoid and loss of continuity. Correct any
and the three switches. faults.
n. Gear selector solenoid stuck in Listen for an audible click when
the gear-up position. the gear control handle is moved
to the gear down position. If no
click is heard, replace the valve.
o. Open circuit between control Check for loose or broken wires
circuit breaker and gear selector and loss of continuity. Correct any
switch. faults.
p. Pump motor relay coil open or Check for correct grounding.
poor ground connection. Replace motor relay coil if open.
q. Pump motor windings not Check for continuity between the
grounded or open. positive terminal of the pump motor
and ground. Ground if necessary.
Replace the motor if windings are
open.
5. Power pack motor cycles a. Emergency extend hand pump Stow hand pump handle in correct
too often. handle not stowed properly. position.
NOTE:
It is normal for the power pact
to cycle a few times after gear
retraction. Once the gear is in
position, the pump cycles only
once approximately every 30
minutes.
b. Accumulator not properly Charge accumulator to correct
charged. pressure.
c. System has leaks. Check for leaks as instructed
under the heading Landing Gear
Hydraulic Fluid Leak Test in this
section.
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EXTENSION AND RETRACTION - MAINTENANCE PRACTICES
1. Procedures

A. Landing Gear Component Access Provisions in LH Wing
(1) The upper and lower panel assemblies on the LH wing cover the landing gear power pack and
related components. Both panels extend from just outboard of the fuselage to the nacelle and
forward from the main spar to the aft edge of the wing leading edge. A hinged door for the
fill can and an access panel for the service valve are provided in the upper wing panel so that
access to either will not require removal of the upper panel. For any maintenance work other
than changing the position of the service valve or filling the system, either or both wing panels
will need to be removed. In either case the forward wing fillet and the wing leading edge will
need to be removed before the wing panels are removed. Figure 201 illustrates the relationship
of the wing panels to the surrounding structure. To begin removal of the panels, remove the
screws securing the forward wing fillet to the fuselage and remove the fillet from the airplane. To
remove the leading edge, remove the screws from the upper and lower outboard edges and then
remove the lower and upper rows of screws from the aft edges of the leading edge. The upper
and lower wing panels are now taken off after removing the remaining screws from the perimeter
of each panel and the interconnecting rows of screws. The overlapping panels are installed in
the following sequence: upper and lower panel, leading edge, and fillet. The upper panel has
a guard attached to the bottom side of the service valve access panel to prevent installation of
the panel if the red knob on the service valve is not pushed down. If any difficulty is experienced
installing the upper panel check to ensure that the knob on the service valve is pushed down
and that the hinged retainer is in place.
2. Landing Gear Hydraulic System

A. Servicing
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Access Provisions for Landing Gear Components in Left Wing

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extension hand pump, hydraulic hand pump (11, Table 1, 32-00-00) or
air-driven hydraulic pump (12, Table 1, 32-00-00) to extend and retract
the landing gear for maintenance and rigging.
Servicing the hydraulic landing gear system consists of maintaining the correct fluid level and
maintaining the correct accumulator precharge. The fill can, located just inboard of the LH nacelle
and forward of the main spar, has a screw-on cap with a dipstick attached that is marked FILL WARM
- COLD.
B. Filling and Bleeding
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air-driven hydraulic pump (12, Table 1, 32-00-00) to extend and retract
the landing gear for maintenance and rigging.Any time the fill can is
opened, make sure to shut off the air pressure supply and depressurize
the system by depressing the button on the manual bleed valve.
(1) If less than eight ounces of fluid is being added to the hydraulic system, perform the following
Steps. Otherwise, proceed to Step (2).
(a) Perform Steps (2) through (7).
(b) Perform the LANDING GEAR HAND PUMP CYCLING procedures twice.
(c) Perform Steps (16) through (20).
(4) Remove the forward wing fillet, wing leading edge, and upper wing panel as shown in Figure
201.
(5) Charge the accumulator, located in the LH wheel well, to 800 ± 50 psig using bottled dry nitrogen.
(6) Press the button on the manual bleed valve to release any air pressure in the power pack
reservoir.
NOTE: When filling the hydraulic system, the air being displaced by the hydraulic fluid will
need to be relieved out the manual bleed valve. Occasionally depress the button
on the manual bleed valve to relieve this air pressure and to allow the system to
fill faster.
(7) Fill the power pack fill can to the mark on the dipstick with hydraulic fluid (2, Table 2, 32-00-00).
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(8) Connect a regulated supply of 18 psi of dry air to a pressure pot filled with hydraulic fluid and
connect the pressure pot to the capped tee that is located adjacent to the manual bleed valve.
NOTE: The landing gear emergency extend hand pump handle must be in the stowed
position while bleeding air out of the system.
Place containers under the "B" nuts to catch released fluid. Once the trapped air has
been released, tighten the "B" nut connection.
(9) Pressurize the system with the pressure pot and crack the "B" nuts at the following locations to
bleed the air out of the system:
(a) All three lines at the LH main gear actuator.
(b) All three lines at the RH main gear actuator.
(c) All three lines at the nose gear actuator.
(d) The line at the accumulator.
(e) The gear-up line at the service valve.
(10) Shut off the air pressure supply and relieve the air pressure in the power pack reservoir through
the manual bleed valve. Check the fluid level and refill the pressure pot reservoir as required.
(11) Pressurize the system with air. Unlatch the service valve knob hinged retainer and pull up on
the red knob on the service valve to place the service valve in the gear-up position. Using the
hand pump, raise the landing gear to the retracted position.
NOTE: The normal extend ports of the main gear actuators are inaccessible when the
landing gear is in the retracted position; crack the extend line at the bulkhead fitting
on the forward side of the main spar.
(12) Bleed the normal extend lines at each actuator. The normal extend ports of the actuators are
identified by the "P" stamped on the actuator adjacent to the port.
(13) Push the red knob on the service valve down and use the hand pump to extend the landing gear.
Holding maximum pressure with the hand pump handle, check the system for leaks.
(14) Perform the LANDING GEAR HAND PUMP CYCLING procedures in order to complete a full
cycle of the landing gear.
(15) Shut off the air supply and relieve the air pressure in the power pack reservoir through the manual
bleed valve. Check the hydraulic fluid level and refill the reservoir as required.
CAUTION: To prevent serious damage to the power pack pump, never operate
the power pack when the engines are not operating without
supplying 18 psi of regulated dry air to the power pack reservoir.
NOTE: When cycling the landing gear with the power pack, do not exceed three cycles in
the first six minutes of operation with a two minute (approximate) cooling period
between cycles. After the first six minutes of operation, a five minute cooling interval
between each cycle is required.
(16) With the red knob on the service valve pushed down, the emergency extend hand pump handle
in the stowed position and the system pressurized with air, operate the landing gear a minimum
of ten complete cycles using the hydraulic power pack. While cycling the landing gear, check
for any signs of hydraulic fluid leakage. Every third or fourth cycle of the landing gear, check the
fluid level and refill as required until the fluid level stabilizes and the retraction time of the landing
gear stabilizes at approximately five seconds.
(17) Shut off the air supply and relieve the air pressure in the power pack reservoir through the manual
bleed valve. Disconnect the air supply line from the tee and replace the cap on the tee.
(18) Install the upper wing panel, wing leading edge and forward wing fillet as shown in Figure 201.
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locked and the accumulator is charged to 800 ± 50 psi.
Chapter 07-10-00).
3. Landing Gear Hand Pump

A. Cycling



A service valve in the left hand wing, adjacent to the power pack is provided for use with the emergency
extension hand pump to raise and lower the landing gear. The service valve is normally in a mode
to extend the landing gear (red knob pushed down). The service valve is accessible through a door
in the wing skin just inboard of the LH nacelle. The red knob cannot be pulled up until the hinged
retainer covering it is unlatched and moved out of the way.
(4) Unlatch the service valve knob hinged retainer.
(5) Pull up on the red knob on the service valve. This places the knob in the gear-up position.
(6) Pump the emergency extension hand pump until the landing gear is fully retracted.
(7) Push the red knob on the service valve down.
(8) Pump the emergency extension hand pump until the landing gear is fully extended.
NOTE: If no other maintenance is to be performed on the landing gear system, proceed

with Step (9).
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Chapter 07-10-00).
4. Landing Gear Hydraulic Fittings

A. Installation
To reduce the possibility of leaks in the hydraulic system, care must be taken when installing the
hydraulic fittings. Anytime hydraulic fittings are loosened or removed, discard the packing and install
the hydraulic fitting with a new packing. To prevent damage to the packing, coat the packing and the
threads of the hydraulic fitting with hydraulic fluid (2, Table 2, 32-00-00) before installing the packing
on the hydraulic fitting. Some hydraulic fittings in the hydraulic system employ both an packing and
a back-up ring. When this type of hydraulic fitting is loosened or removed, both the packing and the
ring must be replaced when the hydraulic fitting is installed. Figure 202 illustrates the correct method
of installing these hydraulic fittings.
5. Landing Gear Hydraulic System Line Filter

A. Inspection
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Landing Gear Hydraulic Fitting Installation

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CAUTION: If any of the filters are missing contact Textron Aviation Inc.
(4) Carefully clean the hydraulic line filters and the filter connections in the two main gear and the
nose gear wheel wells (Ref. Figure 203).
(a) Disconnect the hydraulic line filters from the hydraulic lines. Immediately cap the lines to
avoid system contamination. If any of the filters are missing, contact Textron Aviation Inc.
NOTE: It is recommended that the line filter be agitated in an ultrasonic cleaner and
flushed with clean solvent.
(b) Clean the line filters with solvent (5, Table 2, 32-00-00). Blow dry with dry filtered
compressed air.
(c) Check line filters for condition. If the filter is deformed, flattened or collapsed it must be
replaced.
1 Filters longer than 2.12 inches are deforming and should be replaced.
(5) Remove the caps from the lines.
(6) Position the filters and connect the hydraulic lines.
(8) Fill and bleed the landing gear hydraulic system as instructed under the heading LANDING
GEAR HYDRAULIC SYSTEM FILLING AND BLEEDING.
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Chapter 07-10-00).
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Landing Gear Hydraulic System Line Filters

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LANDING GEAR HYDRAULIC ACCUMULATOR - MAINTENANCE PRACTICES
1. Landing Gear Hydraulic Accumulator

jacks.

down and locked prior to removing the airplane from jacks.
WARNING: Any time maintenance is to be performed on the landing gear system,

place the airplane on jacks.
WARNING: When jacking the airplane in an unsheltered area where winds in excess
of 35 kts will be encountered, never jack more than one gear at a time
clear of the ground.
maintenance, always cycle the gear with the power pack through at
least one complete cycle before removing the airplane from the jacks.
WARNING: The landing gear control handle must never be moved from the down-
and-locked position while the airplane is on the ground.

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inspection, servicing or maintenance, should be accomplished within an
and terrain variations, must be compensated for prior to jacking the
airplane. The landing gear must not be cycled with the power pack
if low on fluid or if the landing gear system is not properly rigged.
Use the emergency extension hand pump, TK229/939 hydraulic hand
pump or TK229-1/939 air-driven hydraulic pump to extend and retract
the landing gear for maintenance and rigging (Ref. Item 14, Table 1
Chapter 32-00-00).
NOTE: This hydraulic system is self bleeding. Always cycle the landing gear a minimum of five
times after maintenance is performed to move fluid through the system and work out
trapped air that may have been introduced.
A. Servicing
7-10-00). All tires must be clear of the floor. Strut limiters (2 and 3, Table 1, 32-00-00) will reduce
strut extension.
(2) Charge the landing gear hydraulic accumulator to 800 ±50 psi using dry compressed air or bottled
nitrogen. A charging gage is mounted on the accumulator (Ref. Figure 201).
Chapter 7-10-00).
B. Removal
7-10-00). All tires must be clear of the floor. Strut limiters will reduce strut extension (2, Table
1, 32-00-00).
(2) Release all pressure in the accumulator located in the LH wheel well.
(3) Disconnect the hydraulic line connected to the forward end of the accumulator. Immediately cap
the open line and union.
(4) Remove the bolts, washers and clamps attaching the accumulator to the accumulator support
bracket. Remove the accumulator from the airplane.
C. Installation
(1) Position the accumulator attaching clamps on the accumulator.
(2) Install the bolts and washers attaching the clamps and the accumulator to the accumulator
support bracket in the LH wheel well.
(3) Remove the protective caps and connect the hydraulic line to the forward end of the accumulator.
Immediately cap the open line and union.
(4) Recharge the accumulator as instructed under the heading LANDING GEAR ACCUMULATOR
SERVICING in this section.
Chapter 7-10-00).
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Landing Gear Accumulator Filler Valve

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LANDING GEAR POWER PACK - MAINTENANCE PRACTICES
1. Landing Gear Power Pack

A. Removal
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system. Servicing of the landing gear hydraulic accumulator can
also result in unanticipated movement of an actuator. Either action
can result in an unsafe, unlocked landing gear system. Therefore,
place the airplane on jacks prior to performing any inspection or
maintenance. Cycle the landing gear and ensure that all three
landing gears are down and locked prior to removing the airplane
from jacks.

removing the airplane from jacks.


jacks.

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(4) Remove the forward wing fillet, wing leading edge, and the upper and lower wing panels as
shown in Figure 201 in Chapter 32-30-00.
(5) Remove and identify the electrical wiring from the motor, fluid level sensor, gear-up pressure
switch, and the gear-up and gear-down solenoids.
(6) Press down on the button on the manual bleed valve to release the air pressure in the power
pack reservoir.
CAUTION: As the hydraulic lines are disconnected from the power pack, plug
or cap all openings to prevent entry of foreign material into the lines
or power pack.
NOTE: Place shop rags and a container as necessary to contain the released hydraulic fluid.
(7) Remove the following:

(a) The line from the fill can to the fill port of the power pack.
(b) The line from the hand pump pressure port of the power pack to the tee in the nose gear
emergency extend line.
(8) Disconnect the following from the power pack:
(a) The line to the hand pump suction port of the power pack (Ref. Figure 201).
(b) The line to the gear-up port of the power pack.
(c) The line to the gear-down port of the power pack.
(d) The two lines to the tee in the vent port of the power pack.
(e) The line to the seal drain port of the power pack.
(9) Remove the bonding jumper from the motor end of the power pack.
(10) Supporting the power pack from underneath the wing, cut the safety wire and remove the three
bolts and washers attaching each end of the power pack to the mounting brackets. Airplanes
with power steering have only two bolts securing the aft end of the power pack. The power pack
can now be lowered away from the airplane.
B. Installation
(1) Install the power pack through the underside of the wing and position between the mounting
brackets. Install one AN960-416 and one AN960-416L washer under each bolt head and install
three bolts in each end of the power pack and safety wire. Airplanes with power steering have
only two bolts securing the aft end of the power pack (Ref. Figure 201 and Chapter 32-00-00
Figure 201).
(2) Secure the bonding jumper to the power pack with the bolt and washers.
(3) Connect the following to the power pack:
(a) The line to the hand pump suction port of the power pack.
(b) The line to the gear-down port of the power pack.
(c) The line to the gear-down port of the power pack.
(d) The two lines to the tee in the vent port of the power pack.
(e) The line to the seal drain port of the power pack.
(4) Install the following:
(a) The line from the fill can to the fill port of the power pack.
(b) The line from the hand pump pressure port of the power pack to the tee in the emergency
extend line to the nose gear actuator.
(5) Connect the electrical wiring to the motor, fluid level sensor, gear-up pressure switch, and the
gear-up and gear-down solenoids.
(6) Perform the (Ref. Chapter 32-30-00, LANDING GEAR HYDRAULIC SYSTEM FILLING AND
BLEEDING ) procedure to fill and bleed the landing gear hydraulic system.
(7) Install the upper and lower wing panels, wing leading edge and the forward wing fillet as shown
in Figure 201 in Chapter 32-30-00.
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Chapter 7-10-00).
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Landing Gear Hydraulic Power Pack

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LANDING GEAR POWER PACK VALVE HOUSING AND CONTROLS - MAINTENANCE PRACTICES
1. Procedures

A. Disassembly
NOTE: The assembly area must be void of materials and equipment not directly associated
with assembly of these units. Normal room temperature/humidity conditions prevail.
Ventilation cannot allow outside small particle debris to settle in the area.
(2) Remove the filter bowl (1) from the valve housing. Remove the packing (2) from the filter bowl
(Ref. Figure 201).
(3) Remove the filter element (3) from the valve housing. Remove the packing (4) from the filter
element.
(4) Remove the screws (5 and 6) and washers (7) attaching the selector valve (8) to the valve
housing.
(5) Remove the selector valve and packings (9) from the valve housing.
(6) Remove the gear-up and hand pump pressure-operated check valves (10). Remove the
packings (11, 12 and 13) and the packing retainers (14 and 15) from the check valves.
B. Assembly
NOTE: The assembly area must be void of materials and equipment not directly associated
with assembly of these units. Normal room temperature/humidity conditions prevail.
Ventilation cannot allow outside small particle debris to settle in the area.
(1) Clean and lubricate all parts in clean hydraulic fluid (2, Table 2, 32-00-00) just prior to assembly
to provide initial lubrication and, in the case of screws to assure more accurate torque readings.
(2) Install the packings (11, 12, and 13) and packing retainers (14 and 15) on the gear-up and hand
pump pressure operated check valves (10) (Ref. Figure 201).
(3) Install the gear-up and hand pump check valves (10) in the valve housing. Tighten the check
valves 55 to 60 inch-pounds. Secure check valves to each other with lockwire.
(4) Install the packing (9) for the selector valve (8) in the valve housing.
(5) Position the selector valve (8) on the valve housing. Secure with screws (5 and 6) and washers
(7).
(6) Torque the screws 45 to 50 inch-pounds.
(7) Install a new packing (4) on a new filter element (3) and install the new filter element in the valve
housing.
(8) Install a new packing (2) on the filter bowl (1).
(9) Install the filter bowl (1) in the valve housing (hand tight).
(10) Fill and bleed the hydraulic fluid system as instructed under the heading LANDING GEAR
HYDRAULIC SYSTEM FILLING AND BLEEDING in 32-30-00.
(11) Perform the LOWERING THE AIRPLANE AFTER THREE-POINT JACKING procedure (Ref
Chapter 07-10-00).
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Landing Gear Power Pack Valve Housing

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LANDING GEAR POWER PACK MOTOR - MAINTENANCE PRACTICES
1. Landing Gear Power Pack Motor


of 35 kts will be encountered, do not jack more than one gear at a time
maintenance, cycle the gear with the power pack through at least one
complete cycle before removing the airplane from the jacks.

air-driven hydraulic pump (12, Table 1, 32-00-00) to extend and retract the
landing gear for maintenance and rigging.
A. Removal
(1) Remove the forward wing fillet, wing leading edge, and the upper wing panel as shown in Figure
201 in 32-30-00.
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(4) Disconnect the electrical wiring from the power pack motor.
(5) Remove the two bolts securing the power pack motor to the power pack.
(6) Remove the power pack motor from the power pack.
B. Installation
(1) Fill the power pack motor drive shaft coupling chamber one-third full and coat the coupling shaft
splines with grease (6, Table 2, 32-00-00).
(2) Mate the motor to the drive shaft coupling. Alignment pins on the power pack motor are provided
to ensure correct positioning of the power pack motor. Install the two bolts securing the power
pack motor to the power pack. Torque the bolts 72 to 84 inch-pounds (Ref. Figure 201).
(3) Connect the electrical wiring to the power pack motor.
in Figure 201 in 32-30-00.
24-40-00).
(6) Cycle the landing gear with the hydraulic power pack and check for proper operation.
Chapter 07-10-00).
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Landing Gear Power Pack Assembly

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LANDING GEAR POWER PACK GEAR-UP PRESSURE SWITCH - MAINTENANCE PRACTICES
1. Landing Gear Power Pack Gear-Up Pressure Switch Procedure


landing gears are down and locked prior to removing the airplane
from jacks.


jacks.
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extension hand pump, TK229/939 hydraulic hand pump (11, Table 1,
32-00-00) or TK229-1/939 air-driven hydraulic pump (12, Table 1, 32-
00-00) to extend and retract the landing gear for rigging.
A. Removal
07-10-00).
NOTE: All tires must be clear of the floor. Strut limiters will reduce strut extension (Ref.
Chapter 32-00-00.
202.
(5) Disconnect the electrical wiring to the power pack gear-up switch (Ref. Figure 201).
NOTE: Shop towels will be needed to absorb the system hydraulic fluid released from
the port when the switch is removed.
(6) Unscrew the power pack gear-up pressure switch from the power pack.
B. Installation
(1) Install a new packing on the power pack gear-up pressure switch (Ref. Figure 201).
(2) Install the power pack gear-up pressure switch into the power pack. Torque the power pack
gear-up pressure switch 50 to 60 inch-pounds.
(3) Connect the electrical wiring to the power pack gear-up pressure switch.
(4) Perform the LANDING GEAR HYDRAULIC SYSTEM FILLING AND BLEEDING) procedure to
fill and bleed the landing gear hydraulic system (Ref. 32-30-00).
in Figure 202.
Chapter 7-10-00).
24-40-00).
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Landing Gear Power Pack

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Landing Gear Component Access

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LANDING GEAR HYDRAULIC POWER PACK FILTERS - MAINTENANCE PRACTICES
1. Landing Gear Hydraulic Power Pack Fluid Filter

A. Removal


landing gears are down and locked prior to removing the aircraft
from jacks.



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and terrain variations, must be compensated for, prior to jacking the
airplane.
(4) Remove the forward wing fillet, wing leading edge, and lower wing panel as shown in Figure 201
in 32-30-00.
NOTE: Hydraulic fluid will escape when the filter element is removed from the power pack.
To prevent excessive leakage, plug the port until the new filter element is installed.
Use shop rags and a container to catch the released hydraulic fluid.
(5) Cut the safety wire and unscrew the hydraulic system filter housing (1) from the power pack
(Ref. Figure 201).
(6) Remove the hydraulic system filter element (3) from the power pack.
B. Installation
(1) Install a new packing (4) on the hydraulic system filter element (Ref. Figure 201).
(2) Install the hydraulic system filter element into the power pack. Make sure the filter element is
properly mated to the power pack.
(3) Install a new packing (2) on the hydraulic system filter housing (1) and screw the filter housing
into the power pack. Safety wire the filter housing to the power pack.
GEAR HYDRAULIC SYSTEM FILLING AND BLEEDING in 32-30-00.
(5) Install the forward wing fillet, wing leading edge, and lower wing panel as shown in Figure 201
in 32-30-00.
locked and the accumulator charged to 800 ± 50 psi.
Chapter 7-10-00).
24-40-00).
2. Landing Gear Hydraulic Power Pack Bleed Air Filter

A. Removal
(1) Remove the wing leading edge panel 511AT (Ref. Chapter 06-50-00, WING ACCESS PANELS
- TOP SURFACE).
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(2) Remove the clamp (2) by removing the attaching screw (Ref. Figure 202).
(3) Disconnect the bleed air filter (1) from the check valve (4) and the bleed air line.
B. Installation
(1) Install a new packing (3) on the power pack check valve (4) fitting (Ref. Figure 202).
(2) Position and connect the filter (1) to the bleed air line and the check valve (4).
(3) Position and secure the clamp (2) with the attaching screw.
C. Cleaning
(1) Remove the filter as instructed in this section.
(2) Blow shop air through the filter (maximum 18 psi).
(3) If the filter's condition will not allow low pressure air (5 psi or less) to flow freely, the filter must
be replaced.
(4) Install the new/cleaned filter as instructed in this section.
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Landing Gear Hydraulic Power Pack Bleed Air Filter

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LANDING GEAR POWER PACK GEAR-UP AND GEAR-DOWN PORT FILTER

SCREEN - MAINTENANCE PRACTICES
1. Landing Gear Power Pack Gear-Up and Gear-Down Port Filter Screen

A. Removal



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(3) Remove the power pack gear-up and gear-down port filter screens from the power pack as
follows (Ref. Figure 201):
(a) Remove the forward wing fillet, wing leading edge, and the upper and lower wing panels
as shown in Figure 201 of 32-30-00.
(b) Disconnect the hydraulic lines connected to the gear-up and gear-down ports of the power
pack. Immediately cap the open lines to avoid contamination of the hydraulic system.
(c) Remove the unions (1) from the power pack gear-up and gear-down ports.
(d) Using an allen wrench, unscrew the permanent filter screens (2) from the power pack gear-
up and gear-down ports.
B. Installation
(1) Screw the permanent filter screens into the gear-up and gear-down ports of the power pack (Ref.
Figure 201).
(2) Install new packings (3) on the unions (1) and install the unions in the gear-up and gear-down
ports of the power pack.
(3) Remove the caps and connect the hydraulic lines to the gear-up and gear-down ports of the
power pack.
in Figure 201 in 32-30-00.
Chapter 7-10-00).
24-40-00).
C. Cleaning
(1) Remove the screen filters as instructed in this section (Ref. Figure 201).
(2) Clean the permanent filter screens with solvent (5, Table 2, 32-00-00). Blow dry with clean dry
air.
(3) Install the screen filters as instructed in this section.
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Landing Gear Power Pack Gear-Up and Gear-Down Filter Screens

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LANDING GEAR POWER PACK HYDRAULIC FLUID LEVEL SENSOR - MAINTENANCE PRACTICES
1. Landing Gear Power Pack Hydraulic Fluid Level Sensor

A. Removal



201 of 32-30-00.
(4) Perform the BATTERY DISCONNECTION procedure (Ref. 24-31-00).
(5) Disconnect the electrical connector from the hydraulic fluid level sensor (Ref. Figure 201).
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(6) Press the button on the manual bleed valve to release any air pressure in the power pack
reservoir.
NOTE: A suitable container will be needed to catch hydraulic fluid which will drain from the
port when the hydraulic fluid level sensor is removed.
(7) Remove the hydraulic fluid level sensor from the power pack. Immediately cap the open port.
B. Installation
(1) Install a new packing on the hydraulic fluid level sensor (Ref. Figure 201).
(2) Install the hydraulic fluid level sensor into the power pack and torque 30 to 50 inch-pounds.
(3) Connect the electrical connector to the hydraulic fluid level sensor.
GEAR HYDRAULIC SYSTEM FILLING AND BLEEDING (Ref. 32-30-00). During this procedure
while pressure is on the system check the area for leaks.
Chapter 07-10-00).
(6) Install the upper wing panel, wing leading edge and forward wing fillet as shown in Figure 201
in 32-30-00.
C. Functional Test
(1) Perform the LANDING GEAR POWER PACK FLUID LEVEL SENSOR REMOVAL procedure in
this section.
(2) Connect the electrical connector to the fluid level sensor.
(5) Position one person in the flight compartment and one person at the sensor.
(6) Observe the HYD FLUID LOW annunciator is on.
NOTE: The container should be a solid container that will block light with a lid that has a
suitable hole that will allow just the sensor to fit.
(7) Submerge the sensor into a container with at least two inches of hydraulic fluid (2, Table 2,
32-00-00).
(8) The HYD FLUID LOW annunciator should extinguish within a few seconds.
(9) With the sensor submerged, press and hold the annunciator PRESS TO TEST switch. The HYD
FLUID LOW annunciator should illuminate within a few seconds.
(10) Release the PRESS TO TEST switch. The annunciator should extinguish within a few seconds.
(11) While observing the HYD FLUID LOW annunciator, have the other person remove the sensor
from the container. The annunciator should illuminate within a few seconds.
(12) If any of the above requirements are not met, troubleshoot the system.
(13) If all the above checks are satisfactory perform the LANDING GEAR POWER PACK
HYDRAULIC FLUID LEVEL SENSOR INSTALLATION procedure in this section.
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Landing Gear Power Pack Fluid Level Sensor

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MAIN LANDING GEAR - MAINTENANCE PRACTICES
1. Main Landing Gear

A. Rigging

from jacks.
CAUTION: To prevent damage to the landing gear actuator rod end ball bearing,
inspect the actuator rod end ball bearing for contamination from oil,
grease, solvents, degreaser, anti-ice fluid or other contaminants. The
actuator rod end ball bearing is coated with a dry film permanent
lubricant and contaminants could wash away the dry film lubricant on
the rod end ball bearing. During servicing of the gear and/or where
cleaning is required, protect the actuator rod end ball bearing from all
agents sprayed or applied.



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A service valve in the left hand wing, adjacent to the power pack is provided for use with the emergency
extension hand pump to raise and lower the landing gear while the landing gear is being rigged. The
service valve is normally in a mode to extend the landing gear (red knob pushed down). The service
valve is accessible through a door in the wing skin just inboard of the LH nacelle. The red knob cannot
be pulled up until the hinged retainer covering it is unlatched and moved out of the way. The landing
gear must not be cycled electrically until the landing gear is properly rigged. With the airplane on jacks
and an external power supply connected and adjusted to 28 ± 0.25 volts, the landing gear is retracted
by pulling the red knob on the service valve up and then operating the emergency extension hand
pump. When the red knob is pulled up, the two switches mounted on the service valve are actuated
to open the circuit to the power pack motor and to complete a circuit from the 2-ampere control circuit
breaker to the retract solenoid on the gear selector valve. The same action positions the service valve
to route the hand pump pressure fluid to the normal retract mode plumbing to the actuators. Remove
the pump handle from the securing clip and pump the handle up and down to retract the landing gear.
After the landing gear is retracted, position the emergency extend hand pump handle in the stowed
position and turn off the electrical power. To extend the landing gear push the red knob on the service
valve down and extend the landing gear using the emergency extension hand pump; the electrical
power does not have to be on to extend the landing gear. For safety reasons, pull the 2-ampere
control circuit breaker on the pilot's inboard subpanel.
gear is retracted the electrical power is on and the landing gear control
handle is in the down position, the landing gear will extend immediately.
CAUTION: To prevent serious damage to the pump, never operate the power pack
when the engines are not operating without supplying 18 psi of regulated
dry air to pressurize the power pack reservoir in place of the engine bleed
air.
CAUTION: When cycling the landing gear with the power pack, do not exceed three
cycles in the first six minutes of operation with approximately a two
minute cooling period between cycles, then with a five minute cooling
interval between each cycle.
CAUTION: Do not fully cycle the landing gear electrically if the gear is not properly
rigged. Use of the emergency hand pump is recommended for initial
rigging.
(3) Disconnect the door actuation cams from the doors by removing the cotter pins, nuts, washers,
and bolts from the lower attaching links. Secure the doors out of the way with safety wire.
NOTE: Use the emergency extension hand pump to retract or extend the actuator during
this rigging procedure.
(4) Retract the gear until the load is removed from the drag brace and the actuator unlocked.
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(5) Remove the nut, bolt, and washers attaching the actuator rod end to the upper drag leg arm.
Remove the cotter pin, nut, washers, bushings, and bolt attaching the lower drag leg to the strut
(Ref. Figure 201).
(6) Check the alignment of the lower drag leg with the attachment lug on the landing gear strut;
there must be no side loads on the drag leg when the landing gear is in the extended or retracted
position. Correct misalignment by shifting AN960-1016L washers from side to side of the wheel
well attach fitting and upper drag legs as shown in Figure 201. A minimum of one washer must
be maintained between the upper drag legs and the wheel well attach fitting. After the proper
alignment is obtained, connect the lower drag leg to the landing gear strut.
NOTE: Before proceeding to the next Step, connect a continuity checker between the
normally open set of contacts. Locking of the actuator is verified when continuity is
present in the normally open set of contacts. On multiple-pole switches, all sets of
contacts need to be checked for proper operation upon actuation and deactuation
of the switch.
(7) With the actuator fully retracted and locked and the landing gear fully extended, check the
alignment of the actuator rod end with the upper drag leg arm. The actuator rod end must
slip into the upper drag leg arm without causing any side loads on the actuator piston rod. With
the actuator fully extended, manually push the landing gear to the retracted position and again
check for any side loads on the actuator piston rod. If any misalignment is found in either position,
shift the AN960-716L washers shown in Figure 201 as required to correct the misalignment. A
minimum of one AN960-716L washer is required between the actuator and the support structure.
NOTE: If necessary, refer to 32-10-00, MAIN LANDING GEAR DRAG BRACE ASSEMBLY,
in the Model 1900 Airliner Series Component Maintenance Manual to adjust the
rig plate.
(8) Cut the safety wire and loosen the jam nut on the actuator rod end. With the actuator fully
retracted and the landing gear fully extended, adjust the actuator rod end to align with the
attaching hole in the upper drag leg arm. Tighten the jam nut. Attach the actuator rod end
to the upper drag leg arm with the nut, bolt, and washers.
(9) With the landing gear fully extended, apply moderate pressure to the drag brace assembly as
shown in Figure 201 to bottom out any end play in the actuator. Measure the amount of clearance
between the upper drag leg and the rig plate. If a clearance of 0.005 +0.005/ -0.004 at the closest
point does not exist, loosen the jam nut and lengthen the actuator rod end to the next keying
position by rotating the actuator piston rod. Tighten the jam nut and safety wire to the key washer.
(10) Retract the landing gear fully and measure the clearance between the landing gear piston and
the main spar. If the clearance is not 2.28 +0.25/ -0.09 inches, remove the actuator from the
airplane and adjust the actuator stroke as outlined in Step (11).
(11) The stroke length of the actuator (6.23 ± 0.12 inches) is preset by the vendor and should not
require adjustment; however, if the clearance measured in Step (10) is not within tolerance,
remove the actuator from the airplane and adjust the actuator stroke length as follows:
NOTE: To ensure proper alignment of the hydraulic plumbing to the shuttle valve located
in the end cap, the end cap must be rotated in 360° rotations only. If more than
two complete rotations of the end cap are required to obtain the proper stroke
adjustment, structural damage is indicated and airplane structure inspection
required.
(12) Remove the safety wire and loosen the end cap jam nut. Rotate the end cap one full turn at a
time until the proper adjustment is obtained. When the end cap is rotated out, the stroke length
is increased and when rotated in, the stroke length is decreased. Each full turn of the end cap
will change the stroke length by 0.06 inch.
(13) After the actuator stroke length is adjusted, tighten the jam nut and safety wire.
(14) Install the actuator in the airplane.
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(16) Refer to the Lubrication Schedule in Chapter 12-20-00 and lubricate the landing gear and drag
brace hinge points with the proper lubricant.
(17) Connect the battery and auxiliary power supply to the airplane. Adjust the voltage to 28 ± 0.25
volts.
CAUTION: When cycling the landing gear with the power pack, do not exceed
three cycles in the first six minutes of operation with approximately
a two minute cooling period between cycles, then with a five minute
cooling interval between each cycle.
32-60-00).
(19) Connect the landing gear doors. Check the rigging of the doors as instructed under the heading
MAIN LANDING GEAR DOOR RIGGING in 32-30-12.
the emergency extend hand pump handle is in the stowed
position, the plunger on the service valve is pushed down with
the hinged retainer in place, the landing gear control handle
is in the DOWN position, the landing gear is down and locked
and the accumulator is charged to 800 ± 50 psi.
Chapter 7-10-00).
24-40-00).
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Main Landing Gear Rigging

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MAIN LANDING GEAR ACTUATOR - MAINTENANCE PRACTICES
1. Main Landing Gear Actuator

CAUTION: To prevent damage to the landing gear actuator rod end ball bearing, inspect
the actuator rod end ball bearing for contamination from oil, grease, solvents,
degreaser, anti-ice fluid or other contaminants. The actuator rod end ball
bearing is coated with a dry-film permanent lubricant and contaminants could
wash away the dry-film lubricant on the rod end ball bearing. During servicing
of the gear and/or where cleaning is required, protect the actuator rod end
ball bearing from all agents sprayed or applied.
A. Removal
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(1) Perform the THREE POINT JACKING (PREFERRED PROCEDURE) procedure (Ref. Chapter
(4) Disconnect the door actuation cams from the doors by removing the cotter pins, nuts, washers,
and bolts from the lower attaching links. Secure the doors out of the way with safety wire.
CAUTION: As the hydraulic hoses are disconnected, plug or cap all openings
to prevent entry of foreign material into the hoses or actuator.
(5) Remove the three hydraulic hoses (9) from the actuator and identify to facilitate installation (Ref.
Figure 201).
(6) Remove the nut, bolt (1), and washers attaching the actuator rod end to the upper drag leg arm
(2).
(7) Disconnect the actuator down-position switch wiring at the receptacle plug located in the upper
rear of the wheel well.
(8) Remove the nuts, bolts (3), bushings (4), and washers (5 and 6) attaching the actuator to the
support structure. To maintain alignment of the actuator to the drag brace, retain the washers
(5) between the actuator and support structure in the same position as when removed.
(9) Remove the actuator downward out of the wheel well.
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B. Installation
NOTE: It is recommended to use the same manufacturer's actuators on any one airplane, but it is
permissible to intermix actuator part numbers and manufacturers on any one airplane.
(1) Position the actuator in the wheel well and install the bushings (4), washers (5 and 6), bolts (3),
and nuts to secure the actuator to the support structure. Install the same number of AN960-716L
washers (5) on each side of the actuator (between the actuator and the support structure) that
were removed with the actuator (Ref. Figure 201).
(2) Connect the hydraulic hoses (9) to the actuator. If the unions (7) or orifice (10) were removed
or loosened, install new packings (8) between the actuator and the unions (7), or orifice (10).
(3) Connect the actuator down-position switch wiring to the plug located in the upper aft corner of
the wheel well.
(4) With the actuator fully retracted and the landing gear fully extended, check the alignment of the
actuator rod end with the upper drag leg arm. The actuator rod end must slip into the upper
drag leg arm without causing any side loads on the actuator piston rod. With the actuator fully
extended, manually push the landing gear to the retracted position and again check for any
side loads on the actuator piston rod. If any misalignment is found in either position, shift the
AN960-716L washers (5) as required to correct the misalignment. A minimum of one AN960-
716L washer is required between the actuator and the support structure.
(5) Lubricate bolt (1) with grease (17, Table 2, 32-00-00) at the time of installation.
(6) With the actuator fully retracted and the landing gear fully extended, check the alignment of the
actuator rod end with the attaching hole in the upper drag leg arm. If the holes align, attach the
actuator rod end to the upper drag leg arm with the nut, bolt (1) and washers.
NOTE: If the actuator rod end will not align with the hole in the upper drag leg arm, if the
actuator stroke length or rod end length has been changed, or if the actuator being
installed is not the one that was removed, perform the MAIN LANDING GEAR
(7) Install the bolts, washers, nuts, and cotter pins connecting the lower attaching links to the door
actuation cams.
(8) Perform LANDING GEAR HYDRAULIC SYSTEM FILLING AND BLEEDING procedure (Ref.
32-30-00).
CAUTION: To prevent serious damage to the pump, never operate the power
pack when the engines are not running without supplying 18 psi
of regulated dry air to the manual bleed valve to pressurize the
reservoir.When cycling the landing gear with the power pack, do
not exceed three cycles in the first six minutes of operation with
approximately a two-minute cooling period between cycles, then
with a five-minute cooling interval between each cycle.
(11) Cycle the landing gear with the power pack, and check for proper operation of the in-transit
and gear-down lights. If necessary, adjust the down-position, up-position, and actuator down-
position switches as outlined in 32-60-00.
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Chapter 07-10-00).
C. Shuttle Valve Functional Test



This procedure may be performed with the actuator on the bench or installed in the aircraft. If the
procedure is to be performed with the actuator on the bench, remove the actuator as instructed in
MAIN LANDING GEAR ACTUATOR REMOVAL of this section, then refer to Step (5) of this procedure.
(1) Perform the THREE POINT JACKING (PREFERRED PROCEDURE) procedure (Ref. Chapter
(4) Tag the three hydraulic hoses for identification to facilitate installation. Remove the three
hydraulic hoses from the unions (7) and orifice (10) (Ref. Figure 201).
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(5) Connect a hand pump and pressure gauge to the main landing gear hydraulic actuator's
secondary retract (main gear extend) 1/4 inch port (12). Note that when the actuator retracts,
the main landing gear will extend.
(6) The hydraulic actuator's primary retract 3/8 inch port (11) and extend 3/8 inch port (13) must be
open.
(7) Slowly increase pressure to the secondary retract (main gear extend) 1/4 inch port (12) while
observing the pressure gauge. The shuttle valve will move to close the primary retract 3/8 inch
port (11). The actuator rod will retract.
(8) When the rod is fully retracted, increase pressure to 650 psi.
(9) With 650 psi applied to the secondary 1/4 inch port (12), maximum leakage from the primary
retract 3/8 inch port (11), shall be 10 drops per minute. 20 drops equals one milliliter (ml). If
there is excessive shuttle valve leakage, the actuator must be overhauled or replaced.
(10) Slowly decrease pressure from the hand pump and disconnect it from the actuator.
(11) If the actuator has been removed from the airplane, install the actuator as instructed in MAIN
LANDING GEAR ACTUATOR INSTALLATION of this section and proceed to Step (13) of this
procedure.
(12) If the unions (7) or orifice (10) were removed or loosened, install new packings (8) between the
actuator and the unions (7), or orifice (10).
pack when the engines are not running without supplying 18 psi
of regulated dry air to the manual bleed valve to pressurize the
reservoir.When cycling the landing gear with the power pack, do
not exceed three cycles in the first six minutes of operation with
approximately a two-minute cooling period between cycles, then
with a five-minute cooling interval between each cycle.
(15) Cycle the gear with the power pack through at least three complete cycles before removing the
airplane from the jacks (Ref. 32-30-00, LANDING GEAR HYDRAULIC SYSTEM FILLING AND
BLEEDING).
Chapter 07-10-00).
D. End Cap Inspection
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Main Landing Gear Actuator

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(1) Preinspection
(a) Determine the MLG actuator part number. If the part number is 114-380041-11, -13 or -15
(Manufactured by Triumph Actuation Systems or Frisby Airborne Hydraulics), proceed to
the next Step. If the actuator part number is not one of those listed above, no further action
is required.
(b) Perform the THREE POINT JACKING (PREFERRED PROCEDURE) procedure (Ref.
Chapter 07-10-00). All tires must be clear of the floor.
(c) Perform REMOVING GROUND POWER procedure (Ref. Chapter 24-40-00).
(d) Perform BATTERY DISCONNECTION procedure (Ref. Chapter 24-31-00).
(e) The actuator(s) may be removed from the airplane for the ultrasonic inspection. If an on-
plane inspection is to be performed, Steps (e)1 thru (e)4 are recommended. If removal
of the actuator is required perform the MAIN LANDING GEAR ACTUATOR REMOVAL
procedure.
1 Disconnect the actuator down position switch wiring at the receptacle plug, located
in the upper rear of the wheel well.
2 Remove the two bolts that attach the actuator to the support structure. To maintain
alignment upon installation, note the position of the washers between each leg of the
actuator and the structure (Ref. Figure 204).
3 Remove the two bolts that attach the upper drag leg arm to the upper drag legs.
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4 Move the upper drag leg arm down and position the actuator for inspection.
NOTE: This Inspection procedure specifies the requirements and instructions for
ultrasonic angle beam inspection of the Main Landing Gear (MLG) actuator
assembly for cracks propagating from the inside radius of the end cap.
Personnel shall be qualified and certified at a minimum level II in accordance with
NAS 410.
Equipment GE USN 60, Olympus Sonic 1200 ultrasonic instrument with A-scan
display.
The ultrasonic unit shall be capable of meeting performance characteristics as
described in ASTM E-317 and AMS-STD-2154 for Horizontal Limit and
Linearity; Vertical Limit and Linearity; Attenuator/Decade Switch Accuracy;
Sensitivity and Noise; Resolution - Entry Surface and Back Surface.
45° (steel) 5MHz angle beam search unit shall be used, Panametrics P/N A5020
or equivalent. The search unit's angle beam wedge or casing (if transducer
and angled wedge are built as one unit) shall be no larger than 0.4 x 0.25
inch in the "X" and "Y" dimensions.
Ultrasonic Couplant, Exosen 20, Mfg. Krautkramer, Lewiston, PA or equivalent.
Aluminum IIW block Type I.
(f) Clean the surfaces to be inspected using a shop cloth dampened with cleaning solvent (19,
Table 2, 32-00-00).
(g) Ensure the inspection surface is free from grease, oil, sealer, loose or flaking paint or
any other substance that would prohibit the coupling of the search unit to the part to be
inspected.
(2) Equipment Setup/Standardization
NOTE: Periodically during the inspection and following the completion of all inspections,
verify the standardization by using the calibration standard (IIW block) to insure the
instrument remains within the calibration limits. The time between standardization
shall not exceed 20 minutes. If the original calibration requirements are not met, all
inspections performed since the last successful calibration shall be re-inspected.
The following instrument settings are for a typical A-scan presentation ultrasonic
instrument and are meant as a guide; however, sensitivity requirements shall be met.
(a) Connect the probe to the cable and the cable to the instrument and turn the instrument on.
(b) Set the instrument to the initial settings in Table 201.
Table 201. Initial Instrument Settings
Description Settings
Gain 40 dB (Decibels)
Range 1.25 inches
Delay 0 in/µs (Micro Seconds)
Velocity 0.1230 in/µs (Micro Seconds)
Pulse 50 ns (Nano Seconds)
Damp 50 ohms
Mode Single
Gate 1 Positive
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Table 201. Initial Instrument Settings (continued)

Gate Position 0.475 inch
Gate Width 0.304 inch
Gate Amplitude 30% FSH
Display Full Wave
Frequency 2-25 MHz BB (Broad Band)
Reject Off
(c) Apply couplant and couple the transducer to the IIW block and adjust the gain to achieve
an 80% Full Screen Height (FSH) signal from the 0.060 inch diameter Sensitivity Hole,
then add 6 dB.
(d) Adjust the horizontal sweep to position the signal from the 0.060 inch diameter hole at 8.0
on the horizontal baseline.
(e) Adjust the gate controls to position the gate at 30% FSH at 4.0 to 6.0 on the horizontal
baseline.
(3) Inspection
(a) Apply couplant to the inspection zone of the part. Couple the transducer to the part with
the sound beam directed at the end of the actuator cap as shown in Figure 205.
(b) Scan 180° of the circumference of the part in the area of interest shown in Figures 206
and 207. Index no greater than 0.10 inch for 100% coverage of the inspection zone. Use a
typical "Z" scan path while angling the transducer to maximize any crack response received
between 4.0 to 6.0 on the horizontal baseline.
(c) As the transducer is scanned across the inspection zone toward the end cap of the actuator,
the reflected signal from a crack on the third leg of the "V" path will first appear at 10.0 on
the horizontal baseline and peak at 9.0 on the horizontal baseline. As the transducer is
scanned toward the end of the actuator cap, the reflected signal from the crack on the first
leg of the "V" path will appear at 6.0 on the horizontal baseline and peak at 5.0 on the
horizontal baseline (Ref. Figure 203). Inspections shall be performed on the first leg of the
"V" path as not to confuse the non-relevant signal at 8.0 on the horizontal baseline as a
relevant crack signal (Ref. Figure 202).
(d) Confirm instrument calibration at completion of inspection. If the original calibration
requirements are not met, all Inspections performed since the last successful calibration
shall be re-inspected.
(4) Indication Evaluation Criteria
(a) Any indication between 4.0 and 6.0 on the horizontal baseline shall be re-scanned to
determine if the indication is false, caused by excessive couplant, part geometry, surface
condition or a defect.
(b) Any repeatable crack response of 30% FSH or greater within the gated zone shall result
in rejection of part.
(5) Reporting
(a) Mark cracks and report location and size to Textron Aviation Inc. Airline Technical Support.
(6) Post Inspection
(a) Clean ultrasonic couplant from the actuator prior to installation.
(b) If any cracks are found, replace with serviceable actuator(s).
(c) Check rod end nut for security. If loose, remove safety wire, tighten nut and install new
safety wire.
(d) If an on-plane inspection was performed, complete the following Steps:
1 Move the upper drag leg arm up and position the actuator (Ref. Figure 204).
2 Install the two bolts that attach the upper drag leg arm to the upper drag legs.
3 Install the two bolts that attach the actuator to the support structure with washers
positioned as noted during removal.
4 Connect the actuator down position switch wiring at the receptacle plug, located in
the upper rear of the wheel well.
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(e) If actuator was removed from the airplane, perform the MAIN LANDING GEAR ACTUATOR
INSTALLATION procedure.
(f) Perform BATTERY CONNECTION procedure (Ref. Chapter 24-31-00).
(g) Perform APPLYING GROUND POWER procedure (Ref. Chapter 24-40-00).
(h) Cycle the landing gear to check operation (Ref. 32-30-00, LANDING GEAR HYDRAULIC
SYSTEM FILLING AND BLEEDING).
(i) Perform the LOWERING THE AIRPLANE AFTER THREE-POINT JACKING procedure
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Non-relevant Indication
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Relevant Indication Peaked at 5.0 on the Horizontal Baseline

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Couple Transducer
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MLG Actuator Assembly Inspection Area

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Scan Plan
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MAIN LANDING GEAR ACTUATOR ORIFICE - MAINTENANCE PRACTICES
1. Main Landing Gear Actuator Orifice

A. Removal

from jacks.
CAUTION: To prevent damage to the landing gear actuator rod end ball bearing,
inspect the actuator rod end ball bearing for contamination from oil,
grease, solvents, degreaser, anti-ice fluid or other contaminants. The
actuator rod end ball bearing is coated with a dry film permanent
lubricant and contaminants could wash away the dry film lubricant on
the rod end ball bearing. During servicing of the gear and/or where
cleaning is required, protect the actuator rod end ball bearing from all
agents sprayed or applied.



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NOTE: The actuator orifice (10) is located in the port along side the actuator down-position
switch (the orifice fitting closest to the actuator-to-keel attach point) (Ref. Figure
201).
(3) Disconnect the hydraulic line (9) from the actuator fitting. Cap the open hydraulic line.
NOTE: The actuator orifice valve will have pressure on the hydraulic line fitting and care
must be taken to prevent loss of the poppet and spring.
(4) Remove the fitting from the actuator port.

B. Installation
(1) Install a new packing (8) on the hydraulic line fitting (Ref. Figure 201).
(2) Insert a pin punch, slightly smaller than the orifice poppet hole, through the flared end of the
hydraulic line fitting.
(3) Install the orifice poppet on the end of the pin punch.
(4) Install the orifice spring in the port on the actuator housing.
(5) Install the orifice poppet and fitting in the port on the actuator.
NOTE: The orifice poppet must be kept in the same alignment as the actuator port or
damage to the poppet requires replacement of the actuator housing.
(6) Using a pin punch slightly larger than the orifice poppet hole, press lightly on the orifice poppet.
The orifice poppet must have free movement.
Chapter 07-10-00).
24-40-00).
C. Cleaning
Clean the main gear actuator orifice (10) as follows:
(1) Clean the actuator orifice poppet and spring with solvent (5, Table 2, 32-00-00).
(2) Blow dry using clean shop air.
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MAIN LANDING GEAR DOORS - MAINTENANCE PRACTICES
1. Main Landing Gear Doors

A. Rigging



Prior to rigging the main gear doors, the landing gear must be properly rigged as outlined under
MAIN LANDING GEAR RIGGING in 32-30-09. While rigging the doors, use the emergency extension
hand pump to raise and lower the landing gear. The procedure for using the hand pump are found
under MAIN LANDING GEAR RIGGING in 32-30-09. The following adjustments are to be done in the
sequence as given. Any adjustments made after Step (7) will require the return to Step (7) and repeat
the subsequent Steps.
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(3) Disconnect the door actuating cams from the doors by removing the cotter pin, nut, washer, and
bolt from the upper end of the link (Ref. Figure 201). Position the doors so the landing gear will
clear during retraction. Check the door cams and the rollers on the landing gear to ensure free
movement.
(4) Position the adjusting blocks so the radius of the adjusting block approximately matches the
radius of the cam lower finger and secure with the attaching bolts.
(5) Partially retract the landing gear until the rollers are positioned next to the lower finger of the
actuating cams. Adjust the actuating cam stop bolt to a clearance of 0.02 to 0.06 inch between
the actuating cam lower finger and the roller.
(6) Retract the landing gear. Push the doors up by hand and check for fit and clearance.
(7) Working with one door at a time, manually close the door and adjust the link assembly as required
so the door closes snugly, front and rear. After adjustment is complete, tighten the jam nut on
the link.
(8) After both doors are properly adjusted, extend the landing gear and connect the links to the
actuating cams with the bolts, washers, nuts, and cotter pins.
(9) Place the upper edge of a straight edge at the centerline of the actuating cam mounting bolt and
the lower edge at the centerline of the lower link attaching bolt as shown in Figure 201. Check
the linkage for overcenter of 0.03 to 0.50 inch. If the overcenter is within this range no further
adjustments are necessary; proceed to Step (11). If the overcenter dimension is not within the
range, then perform Step (10).
(10) If the overcenter dimension was not 0.03 to 0.50 inch, adjust the actuating cam stop block to
achieve a dimension within the range. Partially retract the landing gear until the rollers are
positioned next to the lower finger of the actuating cams. Position the adjusting block to have
a clearance of 0.02 to 0.06 inch between the adjusting block and the roller during the retraction
cycle. Extend the landing gear.
(11) Check final torque on all attaching hardware. Apply a force of approximately 25 pounds at the
lower center edge of the door. The door linkage must remain overcenter and the door must
remain open. Rig any door that folds under this 25 pound load.
(12) Cycle the landing gear several times. Check that the doors shut snugly, front and rear. During
the landing gear extension, check the door overcenter mechanism by pushing on the center of
the door toward the gear with a force of approximately 25 pounds. The doors must open and
stay in the locked position. Rig any door that folds under this 25 pound load.
(13) Lubricate the door hinges and the actuating mechanisms with grease (1, Table 2, 32-00-00).
24-40-00).
three cycles in the first six minutes of operation; then allow a two
minute cooling period and resume operation of the power pack,
allowing five minutes between cycles. To prevent serious damage
to the pump, never operate the power pack when the engines
are not operating without supplying 18 psi of regulated dry air to
pressurize the power pack reservoir in place of the engine bleed
air.
(15) Cycle the landing gear several times with the power pack, checking each time that the doors
close snugly when the landing gear is retracted and that they stay open when the landing gear
is extended.
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Chapter 07-10-00).
B. Freeplay Limit
Check the main landing gear door freeplay as follows:
(1) The door must be rigged as instructed in this section.
(2) In the fully open position, the door must not move more than 0.50 inch inboard to outboard.
(3) If the door moves more than 0.50 inch, perform the MAIN LANDING GEAR DOOR ACTUATOR
CAM INSPECTION (Ref. 32-10-04).
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Main Landing Gear Door Rigging

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NOSE LANDING GEAR - MAINTENANCE PRACTICES
1. Nose Landing Gear

A. Rigging

from jacks.



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A service valve in the left hand wing, adjacent to the power pack, is provided for use with the
emergency extension hand pump to raise and lower the landing gear while the landing gear is being
rigged. The service valve is normally in a mode to extend the landing gear (red knob pushed down).
The service valve is accessible through a door in the wing skin just inboard of the LH nacelle. The
red knob cannot be pulled up until the hinged retainer covering it is unlatched and moved out of
the way. The landing gear must not be cycled electrically until the landing gear is properly rigged.
With the airplane on jacks and an external power supply connected and adjusted to 28 ± 0.25 volts,
the landing gear is retracted by pulling the red knob on the service valve up and then operating the
emergency extension hand pump. When the red knob is pulled up, the two switches mounted on the
service valve are actuated to open the circuit to the power pack motor and to complete a circuit from
the 2-ampere control circuit breaker to the retract solenoid on the gear selector valve. The same
action positions the service valve to route the hand pump pressure fluid to the normal retract mode
plumbing to the actuators. Remove the pump handle from the securing clip and pump the handle
up and down to retract the landing gear. After the landing gear is retracted, position the emergency
extend hand handle in the stowed position and turn off the electrical power. To extend the landing
gear push the red knob on the service valve down and extend the landing gear using the emergency
extension hand pump; the electrical power does not have to be on to extend the landing gear. For
safety reasons, pull the 2-ampere control circuit breaker on the pilot's inboard subpanel.
gear is retracted the electrical power is on and the landing gear control
handle is in the down position, the landing gear will extend immediately.
Before removing the airplane from the jacks, make sure that the emergency extension hand pump
handle is in the stowed position and that the red knob on the service valve is pushed down with the
hinged retainer in place. Retract and extend the landing gear, using the hydraulic power pack to
ensure the landing gear is in the down-and-locked position before removing the airplane from the
jacks.
pack when the engines are not operating without supplying 18 psi of
regulated dry air to pressurize the power pack reservoir in place of the
engine bleed air.When cycling the landing gear with the power pack,
do not exceed three cycles in the first six-minutes of operation with
approximately a two-minute cooling period between cycles, then with a
five-minute cooling interval between each cycle.Do not fully cycle the
landing gear electrically until the gear is properly rigged. Use of the
emergency hand pump is recommended for initial rigging.
(2) Disconnect the nose gear door push-pull links that operate the nose gear door by removing the
nuts, washers, and bolts attaching the push-pull link rod ends to the strut.
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(3) Retract the gear until the load is removed from the drag brace and the actuator is unlocked.
(4) Remove the nut, washer, and bolt attaching the actuator clevis to the yoke on the drag brace
assembly.
NOTE: Verify locking of the actuator by connecting a continuity checker between the
normally open set of contacts (pins "C" and "F") of the actuator down-position switch
wiring plug. When the actuator is locked, continuity will be indicated between pins
"C" and "F".
(5) With the actuator fully extended and locked and the lower drag leg arm against the stop bolt,
loosen the jam nut on the actuator clevis and adjust the clevis so that the clevis hole aligns with
the hole in the yoke. The installed bolt must move freely in the yoke. Lengthen the clevis to
the next keying position and tighten the jam nut. Attach the actuator clevis to the yoke with the
attaching bolt, washer, and nut.
(6) To eliminate any side load on the actuator, the alignment of the yoke assembly to the drag brace
assembly must be checked. Check for correct alignment as follows:
(a) Remove the cotter pin, nut, washer, bushings, and stop bolt attaching the yoke to the upper
drag leg.
NOTE: The yoke is offset to facilitate alignment and is installed with the short lug on
either side. If it is necessary to rotate the yoke for proper alignment, the yoke
and clevis is allowed to be rotated as an assembly by turning the actuator
piston rod. Do not change the clevis adjustment set in Step (5).
(b) With the actuator fully extended, position the upper drag leg to install with the yoke.
Measure the space between the yoke and the upper drag leg on each side of the yoke.
(c) Retract the actuator to its fully retracted position. Manually push the nose gear to the
retracted position and locate the yoke assembly to install with the upper drag leg. Measure
the space between the yoke and the upper drag leg on each side of the yoke.
(d) Manually pull the drag brace to the extended position and extend the actuator. Install
AN960-616 and/or AN960-616L washers, as required, on each side of the yoke as shown
in Figure 201, View B, to obtain correct alignment as determined in Steps (6)(b) and (6)(c).
Install the stop bolt, bushing, washer, and nut. A minimum of one AN960-616 or AN960-
616L washer must be installed on each side of the yoke.
(7) With the landing gear fully extended, apply moderate pressure to the drag brace assembly as
shown in Figure 201, View A, to bottom out any end play in the actuator. Check for clearance
between the lower drag leg and both stops. If a clearance of 0.005 + 0.005/ -0.004 does not
exist, loosen the clevis jam nut and lengthen the clevis to the next keying position by rotating
the actuator piston rod. Tighten the jam nut and safety wire.
(8) With the landing gear fully retracted, measure the distance from the upper wheel well panel to
the OD of the nose gear axle as shown in Figure 202. If this measurement is not 11.09 to 11.69
inches, adjust the actuator stroke as outlined in Step (9).
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(9) The stroke length of the actuator (9.79 ± 0.12 inches) is preset by the vendor and should not
require adjustment; however, if the clearance measured in Step (8) is not within tolerance,
remove the actuator from the airplane and adjust the actuator stroke length as follows:
NOTE: To ensure proper alignment of the hydraulic plumbing to the actuator shuttle valve
located in the actuator end cap, the actuator end cap must be rotated in 360°
rotations only. If more than two complete rotations are necessary to obtain the
proper stroke, structural damage is indicated and the airplane structure must be
inspected.
(a) Remove the safety wire and loosen the actuator end cap jam nut. Rotate the actuator end
cap one full turn at a time until the proper adjustment is obtained. When the actuator end
cap is rotated out, the stroke length is increased, and when rotated in, the stroke length
is decreased. Each full turn of the actuator end cap will change the stroke length by 0.06
inch.
(b) After the actuator stroke length is correctly adjusted, tighten the jam nut and safety wire.
(10) Fill and bleed the landing gear hydraulic system (Ref. 32-30-00, LANDING GEAR HYDRAULIC
SYSTEM FILLING AND BLEEDING).
(11) Refer to the Lubrication Schedule in Chapter 12-20-00 and lubricate the landing gear and drag
brace hinge points with the proper lubricant.
cooling interval between each cycle.
32-60-00).
(13) Connect the nose gear door to the strut and rig the door as instructed under the heading NOSE
LANDING GEAR DOOR RIGGING in 32-30-15.
Chapter 7-10-00).
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Nose Landing Gear Rigging

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Nose Landing Gear Clearance Check

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NOSE LANDING GEAR ACTUATOR - MAINTENANCE PRACTICES
1. Nose Landing Gear Actuator

A. Removal



(1) Perform THREE-POINT JACKING (PREFERRED PROCEDURE) procedure (Ref. Chapter 07-
10-00). All tires must be clear of the floor.
NOTE: If additional working room is needed in the wheel well, Perform the NOSE LANDING
GEAR DRAG BRACE REMOVAL procedures (Ref. 32-20-01).
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(4) Disconnect the actuator down-position switch wiring from the electrical plug located in the LH
keel of the nose wheel well.
(5) Working through the access panel just aft of the nose cone and above the actuator, remove the
two hydraulic hoses (14) from the actuator. Identify the hoses to facilitate installation. Disconnect
the hydraulic line (15) from the swivel fitting (10) in the actuator trunnion. Cut the safety wire
and remove the swivel fitting from the actuator (Ref. Figure 201).
(6) Remove each actuator support bracket (1) as follows:
(a) Working inside the nose avionics compartments, remove the five bolts (2) attaching the aft
end of the bracket.
(b) Remove the row of five bolts (3) attaching the bracket to the actuator support (4) and
support plate (5).
(c) Remove the bolt (6) securing the forward end of the bracket and remove the bracket from
the airplane.
(7) Remove the three bolts attaching the actuator support bearing assemblies (7) to the actuator
supports and withdraw the bearing assemblies from the actuator trunnions. The shims (8)
installed between the bearing assemblies and the actuator supports should be retained in the
positions from which they were removed.
(8) Support the actuator and remove the four remaining bolts (9) securing the support plates (5) to
the actuator supports (4). The support plates and actuator will now be free to lower out of the
wheel well.
B. Installation
(1) Place one of the support plates (5) over each actuator trunnion. Position the actuator and support
plates between the actuator supports (4) and secure with the four bolts (9) (Ref. Figure 201).
(2) Install each actuator support bracket (1) as follows:
(a) Position the bracket and install the bolt (6) to secure the forward end of the bracket.
(b) Install the row of five bolts (3) attaching the bracket to the actuator support (4) and support
plate (5).
(c) Working inside the nose avionics compartments, install the five bolts (2) attaching the aft
end of the bracket.
NOTE: Inspect the actuator support bearing assemblies (7) for corrosion or damage
and ensure free rotation.
(3) Install the shims (8) over the actuator trunnions in the positions from which they were removed.
Install the actuator support bearing assemblies (7) on the actuator trunnions and secure to the
actuator supports with the bolts.
(4) Manually push the landing gear to the retracted position and check that the actuator clevis is
centered with the nose gear assembly. If it is not centered, add or remove the shims (8) between
the actuator supports and the support bearing assemblies to correct the misalignment. The
allowable end play of the actuator with respect to the support bearing assemblies is 0.005 to
0.040 inch.
(5) Using a new packing (11), install the swivel fitting (10) in the actuator and safety wire. Connect
the hydraulic line (15) to the swivel fitting (10).
(6) Working through the access panel just aft of the nose cone and above the actuator, connect the
two hydraulic hoses (14) to the actuator. If the unions (12 and 16) between the actuator and
hose ends were removed or loosened, install new packings (13).
(7) Connect the actuator down position switch wiring in the LH keel of the nose wheel well.
(8) Perform NOSE LANDING GEAR DRAG BRACE INSTALLATION procedures (Ref. 32-20-01).
NOTE: If the shims between the actuator supports and the support bearing assemblies
were moved, if the actuator stroke length or rod end length has been changed, or if
the actuator being installed is not the one that was removed, rig the nose landing
gear as instructed under the heading NOSE GEAR RIGGING in 32-30-13.
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(9) Connect the actuator clevis to the yoke with the bolt, nut and washers.
(10) Perform LANDING GEAR HYDRAULIC SYSTEM FILLING AND BLEEDING procedures (Ref.
32-30-00).
pack when the engines are not running without supplying 18 psi of
regulated dry air to pressurize the power pack reservoir in place of
the engine bleed air.When cycling the landing gear with the power
pack, do not exceed three cycles in the first six minutes of operation
with approximately a two-minute cooling period between cycles,
then with a five-minute cooling interval between each cycle.
(13) Cycle the landing gear with the power pack through at least three complete cycles and check for
proper operation of the in-transit and gear down lights. If necessary, adjust the down position,
up position, and actuator down position switches (Ref. 32-60-00).
(15) Perform LOWERING THE AIRPLANE AFTER THREE POINT JACKING procedure (Ref.
Chapter 07-10-00).
C. Shuttle Valve Functional Test
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This procedure may be performed with the actuator on the bench or installed in the aircraft. If the
procedure is to be performed with the actuator on the bench, remove the actuator as instructed in
NOSE LANDING GEAR ACTUATOR REMOVAL of this section, then proceed to Step (6) of this
procedure.
(1) Perform THREE-POINT JACKING (PREFERRED PROCEDURE) procedure (Ref. Chapter 07-
10-00). All tires must be clear of the floor.
CAUTION: As the hydraulic hoses and hydraulic line are disconnected, plug or
cap all openings to prevent entry of foreign material into the hoses,
line or actuator.
(4) Disconnect the hydraulic line (15) from the swivel fitting (10) (Ref. Figure 201).
(5) Working through the access panel just aft of the nose cone and above the actuator, tag the two
hydraulic hoses to facilitate installation. Remove the two hydraulic hoses from the unions (12
and 16).
(6) Connect a hand pump and pressure gauge to the nose landing gear hydraulic actuator's
secondary extend 1/4 inch port (17).
(7) The hydraulic actuator's primary extend 3/8 inch port (18) and retract 3/8 inch port (19) must be
open.
(8) Slowly increase pressure to the secondary extend 1/4 inch port (17) while observing the pressure
gauge. The shuttle valve will move to close the primary extend 3/8 inch port (18). The actuator
rod will extend.
(9) When the rod is fully extended, increase pressure to 650 psi.
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(10) With 650 psi applied to the secondary 1/4 inch port (17), maximum leakage from the primary
extend port shall be 10 drops per minute. 20 drops equals one milliliter (ml). If there is excessive
shuttle valve leakage, the actuator must be overhauled or replaced.
(11) Slowly decrease pressure from the hand pump and disconnect it from the actuator.
(12) If the actuator has been removed from the airplane, perform NOSE LANDING GEAR
ACTUATOR INSTALLATION in this section and proceed to Step (16) of this procedure. If not
continue with Step (13).
(13) If the unions (12 and 16) were removed or loosened, install new packing (13).
(14) If the swivel fitting (10) was removed or loosened, install new packing (11).
(15) Connect the hydraulic hoses to the actuator with respect to identification tags.
(16) Safety wire the swivel fitting (10) to the actuator.
(17) Perform LANDING GEAR HYDRAULIC SYSTEM FILLING AND BLEEDING procedure (Ref.
32-30-00).
pack when the engines are not running without supplying 18 psi of
regulated dry air to pressurize the power pack reservoir in place of
the engine bleed air.When cycling the landing gear with the power
pack, do not exceed three cycles in the first six minutes of operation
with approximately a two-minute cooling period between cycles,
then with a five-minute cooling interval between each cycle.
(20) Cycle the landing gear with the power pack through at least three complete cycles and check for
proper operation of the in-transit and gear down lights. If necessary, adjust the down position,
up position, and actuator down position switches (Ref. 32-60-00).
(22) Perform LOWERING THE AIRPLANE AFTER THREE POINT JACKING procedure (Ref.
Chapter 07-10-00).
D. Nose Landing Gear Actuator Ultrasonic Inspection
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Nose Landing Gear Actuator

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This inspection procedure specifies the requirements and instructions for ultrasonic angle beam
inspection of the NLG actuator assembly P/N 112-380022-23 (or -3 or -15) for cracks propagating
from the inside radius of the end cap. Figure 202 shows an illustration of the actuator and the area
of inspection.
(1) Preparation
NOTE: Personnel shall be qualified and certified minimum level II in accordance with NAS
410.
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Nose Landing Gear Actuator Assembly Inspection Area

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Equipment: GE USN 60, Olympus Sonic 1200 ultrasonic

instrument or equivalent instrument with A-scan
display.
The ultrasonic unit shall be capable of meeting
performance characteristics as described in
ASTM E-317 and AMS-STD-2154 for Horizontal
Limit and Linearity; Vertical Limit and Linearity;
Attenuator/Decade Switch accuracy: Sensitivity and
Noise; Resolution - Entry Surface and Back Surface.
45 degree (steel) 5 MHz angle beam search unit
shall be used, Panametrics P/N A5020 or equivalent,
the search unit's angle beam wedge or casing. If
transducer and angled wedge are built as one unit,
it shall be no larger than 0.4 x 0.25 inch in the "X"
and "Y" dimensions.
Couplant Exosen 20 Mfg. Krautkramer, Lewiston PA
or equivalent.
Aluminum IIW block
Clean the surfaces to be inspected using a shop rag dampened with solvent (19, Table 2, 32-00-
00). Ensure the inspection surface is free from grease, oil, sealer, loose or flaking paint, or any
other substance that would prohibit the coupling of the search unit to the part to be inspected.
(2) Equipment Setup/Standardization
Periodically during the inspection and following the completion of all inspections, verify the
standardization by using the calibration standard to insure the instrument remains within
calibration limits. The time between standardization shall not exceed 20 minutes. If the original
calibration requirements are not met, all inspections performed since the last successful
calibration shall be re-inspected.
The following instrument settings are for a typical A-scan presentation ultrasonic instrument, and
are meant as a guide; however sensitivity requirements shall be met.
(a) Connect the probe to the cable and the cable to the instrument and turn the instrument on.
(b) Set the instrument to the initial settings of Table 201.
Table 201. Table 201Initial Instrument Settings
Gain 40 dB (Decibels)
Range 1.25 inch
Delay 0 in/µs (inch/microseconds)
Velocity 0.1230 in/µs (inch/microseconds)
Pulse 50 ns (nanoseconds)
Damp 50Ω
Mode Single
Gate 1 Positive
Gate Position 0.475 inch
Gate Width 0.304 inch
Gate Amplitude 30% FSH (Full Screen Height)
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Table 201. Table 201Initial Instrument Settings (continued)

Display Full Wave
Frequency 2 to 25 MHz BB (Broad Band)
Reject OFF
(c) Apply couplant. Couple the transducer to the IIW block and adjust the gain to achieve an
80% FSH signal from the 0.060 inch diameter Sensitivity Hole, then add 6 dB.
(d) Adjust the horizontal sweep to position the leading edge of the signal from the 0.060 inch
diameter hole at 8.0 on the horizontal baseline.
(e) Adjust the gate controls to position the gate at 30% FSH at 4.0 to 6.0 on the horizontal
baseline.
(3) Inspection Zone 1
NOTE: Inspection of Zone 1 is applicable to inspection as installed or uninstalled on the

aircraft.
(a) Apply couplant. Couple the transducer to the center of the cap with the sound beam
directed at the edge of the actuator cap as shown in Figure 203.
(b) Scan 360° of the circumference of the part in the area of interest shown in Figure 202 and
203 for Zone 1. Index no greater than 0.10 inch for 100% coverage of the inspection zone.
Use a typical "Z" scan path while angling the transducer to maximize any crack response
received between 5.0 to 6.0 on the horizontal baseline.
NOTE: A template (Ref. Figure 204) may be used to locate a reference line that will
aid in the inspection.
(c) Scan outward and maximize the reflected signal from the machined contour of the internal
surface of the cap, the signal will first appear at 7.5 and peak at approximately 6.5 on the
horizontal baseline (Ref. Figure 205). Scan outward towards the outer radius of the cap.
(d) As the transducer is scanned across the inspection zone toward the radius of the actuator
end cap, the reflected signal from a crack on the first leg of the "V" path will first appear at
6.5 on the horizontal baseline and peak at 5.5 on the horizontal baseline. For detection of a
crack at the inner radii, the sound beam's exit point of the transducer will be approximately
0.60 inch to the edge of the cap. As the transducer is scanned toward the edge of the
actuator cap other reflections may be seen further out in time, these reflections are non-
relevant, the area of interest will be represented between 4.0 and 6.0 on the horizontal
baseline (Ref. Figure 206).
NOTE: Some actuators may exhibit multiple non-relevant indications adjacent to the
area of interest on the horizontal baseline. Such non-relevant indications may
appear at 7 to 10 on the horizontal baseline (Ref. Figure 207).
(e) Confirm instrument calibration at completion of inspection. If the original calibration

requirements are not met, all inspections performed since the last successful calibration
(4) Indication Evaluation/Criteria Zone 1
(a) Any indication between 5.0 to 6.0 on the horizontal baseline shall be re-scanned to
determine if the indication is false, caused by excessive couplant, hydraulic fluid within
the actuator, part geometry, surface condition, or a defect.
NOTE: Indications caused by droplets of hydraulic fluid on the inner surface will
change their location and amplitude on the horizontal baseline when the
actuator is manipulated or rotated.
(b) Any repeatable sustainable crack response of 30% FSH or greater within the area of
interest shall be rejected.
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Transducer Scan
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Scan Plan and Template

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Outward Scan
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Relevant Indication
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Non-relevant Indications
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(5) Inspection Zone 2
NOTE: Inspection of Zone 2 is applicable to inspection performed on actuators not

installed on the aircraft.
(a) Apply couplant. Couple the transducer to the part with the sound beam directed at the
edge of the actuator cap as shown in Figure 208.
(b) Mark a reference line around the circumference 1.0 inch back from the end of the cap
representing the inspection zone on the surface of the part.
(c) Mark a reference line around the circumference 0.60 inch back from the end of the cap
on the surface of the cap. This line represents the approximate location of the transducer
sound beam's exit point in relation to crack detection at the inner radii.
(d) Scan the outer circumference of the part in the area of interest shown in Ref. Figures
202 and 209. Index no greater than 0.10 inch for 100% coverage of the inspection zone.
Use a typical "Z" scan path while angling the transducer to maximize any crack response
received between 4.0 to 6.0 on the horizontal baseline.
NOTE: Scanning must be contained within the inspection zone. Scanning outside of
the inspection zone can lead to miss interpretation of indication as cracks
due to normal ID geometry.
(e) As the transducer is scanned across the inspection zone toward the radius of the end cap
of the actuator a reflected signal from the "O" ring groove will appear at 5.5 and peak at
5.0 on the horizontal baseline. As the transducer is moved further toward the end of the
cap to inspect the area of interest the reflected signal from a crack will immediately follow
the "O" ring signal appearing at 5.5 and peaking at 4.8 on the horizontal baseline. For
detection of a crack at the inner radii, the sound beam's exit point of the transducer will
be approximately 0.60 inch to the edge of the cap. As the transducer is scanned further
toward the edge of the actuator cap other reflections may be seen further out in time, these
reflections are non-relevant, the area of interest will be represented between 3.0 and 6.0
on the horizontal baseline (Ref. Figure 210).
actuator is manipulated or rotated.
NOTE: Some actuators may exhibit multiple non-relevant indications adjacent to the
area of interest on the horizontal baseline. Such non-relevant indications may
appear at 7 to 10 on the horizontal baseline (Ref. Figure 211).
(f) Confirm instrument calibration at completion of inspection. If the original calibration

requirements are not met, all inspections performed since the last successful calibration
(6) Indication Evaluation/Criteria
(a) Any indication between 4.0 to 5.0 on the horizontal baseline shall be re-scanned to
determine if the indication is false, caused by excessive couplant, part geometry, surface
condition, or a defect.
actuator is manipulative or rotated.
(b) Any repeatable sustainable crack response of 30% FSH or greater within the area of
interest shall be rejected.
(7) Reporting
(a) Mark cracks and record in aircraft log book. Report location and size to BC Service
Engineering.
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Transducer Scan on Side of End Cap

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Scan Plan
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Relevant Indication on Horizontal Baseline

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Non-relevant Indication
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NOSE LANDING GEAR DOOR - MAINTENANCE PRACTICES
1. Nose Landing Gear Door




A. Rigging
NOTE: The nose gear door removal and installation procedures are located in 32-20-04.
The nose gear door is hinged at the front and connected to the nose gear brace with push-pull link
assemblies. As the nose gear is retracted, the door is pulled closed and as the nose gear is extended,
the door is pushed open.
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Prior to rigging the nose gear door, the nose landing gear must be properly rigged as outlined under
NOSE LANDING GEAR RIGGING in 32-30-13. While rigging the door, use the emergency extension
hand pump or auxiliary pumps (11 or 12, Table 1, 32-00-00) to raise and lower the landing gear. The
procedure for using the emergency hand pump is under the heading MAIN LANDING GEAR RIGGING
in 32-30-09.
(3) Disconnect the two push-pull links from the nose gear brace (Ref. Figure 201).
(4) With the landing gear fully retracted, manually close the door and check that the door is centered
in the wheel well opening. If further adjustment is necessary, reposition the AN960-716 and/or
AN960-716L washers shown in Figure 201, View A. A minimum of one washer is required on
each side of the hinges.
(5) With the landing gear still retracted, manually close the door and check that the contour of the
door matches that of the nose. Add or remove the laminated shims (P/N 114-820063-27) shown
in Figure 201, View B, as necessary to correct any mismatch between the door and nose.
(6) Extend the landing gear and connect the push-pull links to the nose gear brace. Install the
washers in the same positions as when removed. Slowly retract the landing gear and check for
a snug fit of the door when the landing gear is fully retracted. Adjust the length of the push-pull
links at the rod ends to get the door to close snugly.
(7) Lubricate the door hinges and the push-pull links with lubricant (1, Table 2, 32-00-00).
24-40-00).
cooling interval between each cycle.To prevent serious damage to
the pump, never operate the power pack when the engines are not
operating without supplying 18 psi of regulated dry air to pressurize
the power pack reservoir.
(9) Cycle the landing gear several times with the power pack, checking each time that the door
closes snugly when the landing gear is retracted.
Chapter 07-10-00).
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Nose Landing Gear Door Rigging

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HYDRAULIC LANDING GEAR SERVICE VALVE ASSEMBLY - MAINTENANCE PRACTICES
1. Hydraulic Landing Gear Service Valve

A. Removal



(1) Place the airplane on jacks (15, Table 1, 32-00-00) as instructed in Chapter 7-10-00.
(2) Remove the service valve access panel (511AT) from the left center section of the wing.
(3) Disconnect the service valve electrical connector (15) from the airplane wiring harness (Ref.
Figure 201).
(4) Remove the four tube assemblies (4, 8, 10, and 11) from the service valve (1) and cap the lines.
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(5) Cut the safety wire securing the two bolts (7) attaching the service valve assembly to the airplane
structure. Remove the bolts (7), washers (6), nuts (12), the service valve (1), the plate assembly
(5) and bracket assembly (14).
(6) If the service valve is to be replaced, remove check valve (9), two unions (3) and the preformed
packing (2).
B. Installation
(1) If installing a new service valve, install the check valve (9) and two unions (3) with new packings
(2). The check valve is to be installed with the arrow pointing away from the service valve (Ref.
Figure 201).
(2) Place the service valve assembly (1), plate assembly (5) and bracket assembly (14) on the
bracket (13) and secure with two bolts (7), washers (6) and nuts (12).
(3) Remove the caps from the tube assemblies (4, 8, 10, and 11) and connect the tube assemblies
to the correct ports as shown in Figure 201.
(4) Ensure that the accumulator is charged to 800 ± 50 psi per LANDING GEAR HYDRAULIC
ACCUMULATOR SERVICING, 32-30-01.
(5) Replace any hydraulic fluid lost and bleed the system per LANDING GEAR HYDRAULIC
SYSTEM FILLING AND BLEEDING in 32-30-00.
(6) Connect the service valve electrical connector (15) to the airplane wiring harness.
(7) Inspect all connectors for leaks.
(8) If necessary, push down the service valve plunger (17), close the plunger retainer and secure
with the turnlock (16).
(9) Safety wire the two mounting bolts (7).
(10) Retract the landing gear using the power pack.
(11) Extend the landing gear using the hand pump.
(12) Install the service valve access panel (511AT) on the left center section of the wing.
(13) Make sure that the landing gear emergency extend hand pump handle is in the stowed position.
(14) Cycle the landing gear and ensure that all three landing gears are down and locked prior to
removing the aircraft from jacks.
(15) Remove the airplane from the jacks (Ref. Chapter 7-10-00).
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Hydraulic Landing Gear Service Valve Installation

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EMERGENCY EXTENSION HAND PUMP ASSEMBLY - MAINTENANCE PRACTICES
1. Emergency Extension Hand Pump

A. Removal



(1) Place the airplane on jacks (15, Table 1, 32-00-00) as instructed in Chapter 07-10-00.
(2) Remove the center aisle carpet forward of the main spar cover per Chapter 25-10-02.
(3) Remove the floorboard adjacent to the emergency extension hand pump.
(4) Remove the three screws (19) from the upper hydraulic fluid drain cover assembly (17) and
loosen the two screws on the side. Slide the cover up and out (Ref. Figure 201).
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(5) Remove the cotter pin (4), washer (3), and pin (21) connecting the pivot (2) to the pump clevis
(8).
(6) Disconnect and cap the hand pump pressure tube assembly (5) and the hand pump suction tube
assembly (16) from the hand pump (15).
(7) Remove the two nuts (18) from the hand pump (15) and remove the hand pump (15), two
washers (13) and bolts (14).
(8) Remove the reducers (6) and packings (7) from the hand pump (15).
B. Installation
(1) Lubricate new packings with hydraulic fluid (2, Table 2, 32-00-00) and install the packings (7) on
the reducers (6) (Ref. Figure 201).
(2) Install the reducers (6) in the ports on the hand pump (15).
(3) Place the hand pump (15) on the airplane structure and secure with two bolts (14), washers (13),
and nuts (18). Ensure that the washers (13) are installed between the hand pump (15) and the
structure.
(4) Connect the hand pump clevis (8) to the pump pivot (2) with the clevis pin (21), washer (3), and
cotter pin (4).
(5) Connect the hand pump pressure tube assembly (5) and the hand pump suction tube assembly
(16) to the hand pump reducers (6).
(6) Operate the pump handle (1) to ensure there is no binding or misalignment in the connecting
linkage. Inspect the pump (15) and its plumbing for fluid leaks.
(7) Check the hand pump handle stow position by slowly lowering the handle (1) to the level of its
stow clip. A pressure release in the pump should be felt just before the handle reaches the
stow position. If pressure releases when the pump handle (1) is in any other position, adjust the
linkage as follows:
(a) Remove the cotter pin (4), washer (3), and clevis pin (21) connecting the clevis (8) to the
handle pivot (2).
(b) Loosen the jam nut (9) on the clevises (8 and 20).
CAUTION: The length between the centerlines of the attaching holes

of each clevis (8 and 20) must not exceed 1.90 inches after
adjustment.
(c) Lengthen or shorten the clevises as required by rotating clevis (8) on clevis (20).
(d) Ensure that the tang of the key washer is in the key slot and tighten the jam nut (9).
(e) Connect the clevis (8) to the handle pivot (2) with the clevis pin (21), washer (3), and cotter
pin (4).
(8) Stow the handle under the clip.
(9) Ensure that the accumulator is charged to 800 ± 50 psi with bottled dry nitrogen as instructed in
LANDING GEAR HYDRAULIC ACCUMULATOR SERVICING, 32-30-01.
(10) Replace any hydraulic fluid lost and bleed the system in accordance with EMERGENCY
EXTENSION HAND PUMP BLEEDING in this section.
(11) Install the cover (17) and secure with three screws (19).
(12) Install the floorboard and the center aisle carpet.
(13) Remove the airplane from the jacks (Ref. Chapter 07-10-00).
C. Bleeding
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Emergency Extension Hand Pump Installation

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NOTE: Bleed trapped air from the emergency extension hand pump after the hand pump
has been replaced or when any of the hydraulic system lines are opened at the
hand pump.
(3) Remove the upper and lower wing panel assembly as shown in Figure 201, 32-30-00.
(4) Ensure the accumulator is charged to 800 ± 50 psi per LANDING GEAR HYDRAULIC
ACCUMULATOR SERVICING, 32-30-01.
NOTE: The regulated power supply should incorporate a shutoff valve to control the flow
of pressurized air to the power pack.
(5) Locate the cross-fitting forward of the power pack, remove the cap from the fitting, and connect
a regulated supply of 18 to 20 psi dry air to the fitting. Shut off the air supply.
(6) Pull the 2-ampere landing gear control circuit breaker.
(7) Loosen the hand pump pressure line at the hand pump port of the service valve.
(8) Unstow the handle of the emergency extension hand pump and pump the handle until fluid
appears at the fitting and all indications of trapped air are eliminated. Tighten the pressure line
fitting of the hand pump.
(9) Reset the landing gear control circuit breaker and restore the air supply.
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pack without supplying 18 to 20 psi of regulated dry air to the power
pack reservoir during ground operation of the power pack.When
cycling the landing gear with the power pack, allow a one-minute
cooling period between cycles and a five-minute cooling period
every five cycles.
(10) Extend and retract the landing gear with the power pack through ten complete cycles. After
every third or fourth cycle, shut off the air supply and add fluid to the fill reservoir as required to
replace any fluid lost from the displacement of trapped air.
(11) Shut off the air supply. Disconnect the air supply from the cross fitting and replace the cap on
the fitting.
(12) Install the upper lower and lower wing panel assembly.
(13) Perform the LOWERING THE AIRPLANE AFTER THREE-POINT JACKING procedure (Ref
Chapter 7-10-00).
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WHEELS AND BRAKES - DESCRIPTION AND OPERATION - DESCRIPTION AND OPERATION
1. Wheels and Brakes

jacks.

of 35 kts will be encountered, never jack more than one gear at a time
maintenance, cycle the gear with the power pack through at least one
complete cycle before removing the airplane from the jacks.

A. Nose Gear Wheel Assembly
One 6.50 x 8 magnesium wheel is installed on the nose landing gear. The wheel consists of an inner
and outer wheel half, held together with eight bolts and nuts, with one washer under each bolt head
and nut to prevent galling and stress concentration. A packing mounted in a groove on the inner wheel
half seals the wheel against air leakage when the wheel halves are joined together. The wheel rotates
on tapered roller bearings seated in bearing cups that are shrink-fitted into each wheel half. Grease
seals are installed over each wheel bearing. The wheel is retained on the axle with two washers, a
nut, and a cotter pin.
B. Main Gear Wheel Assemblies
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Two 6.50 x 10 aluminum wheels are installed on each main landing gear. Each wheel consists of an
inner and outer wheel half held together with seven bolts and nuts with one washer under each bolt
head and nut to prevent galling and stress concentration. A packing mounted in a groove on the inner
wheel half seals the wheel against air leakage when the wheel halves are joined together. Seven
keyway liners are riveted to each inboard wheel half and project into the disc drive slots of the flange
to protect the slots from being battered by the rotating disc tangs of the brake. The wheels rotate
on tapered roller bearings seated in bearing cups that are shrink-fitted into each wheel half. Grease
seals are installed over each wheel bearing. The wheel assemblies are retained on each axle with
two washers, a nut, and a cotter pin.
C. Tires
The nose landing gear wheel is equipped with a 19.50 x 6.75 x 8, 10-ply rated, 190 mph speed rated,
tubeless tire. Each main landing gear wheel is equipped with two 22 x 6.75 x 10, 10-ply rated, 190
mph speed rated, tubeless rim-inflated tires.
D. Brake Assembly
The airplane is equipped with four hydraulically operated brake assemblies. Each main landing gear
incorporates two multi-disc, metallic lined brake assemblies bolted together, one on each side of the
strut (Ref. Figure 1). The two are hydraulically interconnected by an inlet swivel fitting. Each brake
assembly contains two inlet ports; one port is plugged and the other port accepts the inlet fitting. The
brake assemblies are interchangeable by changing the locations of the inlet plug and fitting. A bleeder
screw is located adjacent to each inlet port. Each brake assembly contains two rotating discs, which
are keyed to rotate with the wheel, a stationary disc, and a pressure plate and back plate which are
attached to the brake housing. Braking action occurs when hydraulic pressure is applied to the five
small pistons in the brake housing, forcing the disc stack together and creating friction between the
rotating discs and the stationary components of the brake.
E. Hydraulic Brake System
The dual hydraulic brakes are operated by depressing the toe portion of either the pilot's or copilot's
rudder pedals. The depression of either set of pedals compresses the piston rod in the master cylinder
attached to each pedal. The hydraulic pressure resulting from the movement of the pistons in the
master cylinders is transmitted through flexible hoses and fixed aluminum tubing to the disc brake
assembly on each main landing gear wheel. Braking action occurs when hydraulic pressure at the
brake pistons forces the disc stack of each brake assembly together, creating friction between the
rotating discs and the stationary components of the brake assembly. Hydraulic fluid is supplied to the
master cylinders from a reservoir accessible through the nose avionics compartment door.
F. Parking Brake
Dual parking brake valves are plumbed in the lines between the master cylinders of the copilot's rudder
pedals and the wheel brakes. The two lever type valves are located just aft of the flight compartment
under the center aisle floorboard. A push-pull cable from the valve control levers runs to the pedestal,
terminating with a knob. After the brake pedals have been depressed to build up pressure in the brake
lines, both valves are closed simultaneously by pulling out the parking brake knob on the pedestal.
This closes the valves to retain the pressure that was previously pumped into the brake lines. The
parking brake is released when the brake pedals are depressed briefly to equalize the pressure on
both sides of the valves and the parking brake knob is pushed in.
G. Hydraulic Fittings
To reduce the possibility of leaks in the hydraulic system, care must be taken when installing the
hydraulic fittings. Anytime a fitting is loosened or removed, discard the packing and install the fitting
with a new packing. To prevent damage to the packing, coat the packing and the threads of the fitting
with MIL-H-5606 hydraulic fluid (2, Table 2, 32-00-00) before installing the packing on the fitting (Ref.
Figure 2). Some fittings in the brake system employ both a packing and a back-up ring. When this
type of fitting is loosened or removed, both the packing and the ring must be replaced when the fitting
is installed.
H. Brake Deicing
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Heated air for brake deicing is supplied by bleed air from the compressor of each engine. The brake
deicer is plumbed into the bleed air system that provides air for surface deice and instrument vacuum
operation. The engine bleed air line is routed near the center of each nacelle to a solenoid-operated
firewall shutoff valve in each main gear wheel well. From the shutoff valve, bleed air is routed through
a hose secured to the aft side of the landing gear strut and down to the distributor manifold attached
to each brake assembly. The bleed air is directed to the brake for each wheel through orifices around
the circumference of each ring of the distributor manifold.
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Brake System
Figure 1 (Sheet 1)
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Hydraulic Fittings
Figure 2 (Sheet 1)
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WHEELS AND BRAKES - TROUBLESHOOTING
1. Brake System

jacks.
Table 101. BRAKE SYSTEM - TROUBLESHOOTING

1. Solid pedal and no brakes. a. Brake lining worn beyond a. Replace brake lining.
allowable limit.
2. Spongy brake. a. Air in system. a. Bleed the brake system.
3. Unable to hold pressure. a. Leak in brake system. a. Visually check entire system for
evidence of hydraulic fluid leaks.
Check master cylinder seals,
replace if scored.
4. Brakes grab. a. Stones or foreign matter locking a. Remove foreign matter from
brake disc. brake discs.
b. Warped or bent disc. b. Replace disc.
5. Parking brake will not hold. a. Air in system. a. Bleed the brake system.
b. Defective parking brake valve. b. Replace parking brake valve.
c. Control cable out of adjustment c. Adjust or replace cable.
or broken.
6. Brake not releasing a. Obstruction in hydraulic line or a. Remove obstruction.
correctly. passage.
b. Spring washer weak. b. Replace spring washer.
c. Grip and tube subassembly c. Replace grip and tube
worn. subassembly.
d. Pistons sticking. d. Replace piston packings.
e. Pistons damaged. e. Replace piston.
f. Torque tube damage. f. Replace the torque tube.
g. Pressure plate, rotating disc or g. Repair or replace pressure
stationary disc not moving freely plate, rotating disc or stationary
on torque tube. disc.
h. Rotating or stationary disc h. Straighten or replace disc.
excessively dished.
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WHEELS AND BRAKES - MAINTENANCE PRACTICES
1. Nose Landing Gear Wheel

A. Removal



(1) Perform the NOSE JACKING procedure (Ref. Chapter 7-10-00). Install strut limiters (2 and 3,
Table 1, 32-00-00) to reduce strut extension.
(2) Remove the cotter pin (1), axle nut (2), and washers (3 and 4) (Ref. Figure 201).
CAUTION: Use care when removing all internal and external nose wheel
components to avoid damaging the axle surface and/or nicking the
axle threads.
(3) Remove the outer grease seal (5) and the bearing cone (6) and remove the wheel and tire from
the axle.
(4) Remove the inner bearing cone (7) and the grease seal (8) from the axle.
B. Installation
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WARNING: The following procedures for wheel and bearing installation

must be followed exactly.
CAUTION: Do not mix lubricants of different types or manufacturers. If the

lubricant is changed or unknown, make certain that all the affected
components are thoroughly cleaned before relubrication.
NOTE: Wheel bearing lubricants authorized for the Model 1900D Airliner are listed in Table
2 under "Wheel Bearing Grease" (4, Table 2, 32-00-00).
(1) Pack wheel bearing grease (4, Table 2, 32-00-00) into the bearing cones (6 and 7) (Ref. Figure
201). Apply additional lubricant to the ends of the rollers. Do not overlubricate. Apply a thin coat
of lubricant on the surface of the bearing cups (9).
(2) Check the axle and nut for burrs or rough threads.
(3) Carefully place the inner grease seal (8) on the axle against the axle shoulder with the lips of
the seal facing the bearing. Place the inner bearing cone (7) on the axle against the seal, place
the wheel and tire on the axle, and seat the bearing cone in the cup. Install the outer bearing
cone (6) on the axle and seat the cone in the outer bearing cup.
(4) Install the outer grease seal (5) on the axle with the lips of the seal facing the bearing cone.
NOTE: A maximum quantity of two washers (4) may be installed, if required, to ensure the
cotter pin in the nut is held securely and is not loose.
(5) Apply a light coat of lubricant to the threads of the axle and the nut and install the axle nut (2)
and washers (3 and 4) on the axle. Use the same lubricant as used on the wheel bearings.
(6) Tighten the axle nut 250 to 300 inch-pounds torque while rotating the wheel to ensure proper
seating of the bearings.
(7) Back off the axle nut to zero torque (DO NOT ALLOW THE WHEEL TO ROTATE WHILE
BACKING OFF THE AXLE NUT), then torque the nut 125 to 145 inch-pounds while rotating the
wheel. Check to see that there is no side motion of the wheel.
(8) Install the cotter pin (1). If the holes do not align, tighten the nut to the next available keying
position.
(9) Perform the LOWERING THE AIRPLANE AFTER NOSE JACKING procedure (Ref. Chapter
7-10-00).
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Nose Landing Gear Wheel

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MAIN LANDING GEAR WHEEL - MAINTENANCE PRACTICES
1. Main Landing Gear Wheel

A. Removal (Preferred Method)
WARNING: When performing maintenance on a hydraulically operated

landing gear system, be aware that any movement of a
hydraulic actuator cylinder can displace hydraulic fluid and
cause unanticipated movement of other actuator cylinders in
the landing gear retraction system. Servicing of the landing
gear hydraulic accumulator can also result in unanticipated
movement of an actuator. Either action can result in an unsafe,
unlocked landing gear system. Therefore, place the airplane
Cycle the landing gear and ensure that all three landing gears
are down and locked prior to removing the aircraft from jacks.



(1) Install strut limiters (2 and 3, Table 1, 32-00-00) to reduce strut extension.
(2) Perform the THREE-POINT JACKING (PREFERRED PROCEDURE) procedure or SINGLE-
POINT JACKING (FOR WHEEL, TIRE AND BRAKE MAINTENANCE ONLY) procedure (Ref.
Chapter 07-10-00).
(3) Remove the screws securing the hubcap (1 or 17) to the wheel and remove the hubcap (Ref.
Figure 201).
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CAUTION: Use care when removing all internal and external wheel
axle threads.
(4) Remove the wheel retaining nut (3 or 21), washer (5) and key washer (4 or 22) as follows:
(a) On airplanes with antiskid brakes installed, cut the safety wire and loosen the lock screws
(18) and remove the lock ring (20) from the axle. Remove the wheel retaining nut (21) and
key washer (22).
(b) On airplanes without antiskid brakes installed, remove the cotter pin (2) securing the wheel
retaining nut (3). Remove the wheel retaining nut (3) and key washer (4).
(5) Remove the washer (5) from the axle.
(6) Remove the wheel and tire from the axle. Be careful not to drop or damage the inner and outer
grease seals (6 and 10) or the inner and outer bearing cones (7 and 9).
B. Installation (Preferred Method)
CAUTION: DO NOT MIX lubricants of different types or manufacturers. If the

lubricant is changed or unknown, make certain that all the affected
components are thoroughly cleaned before relubrication.
(1) Pack wheel bearing grease (4, Table 2, 32-00-00) into the wheel bearing cones (7 and 9) (Ref.
Figure 201). Apply lubricant to the ends of the bearing rollers. Do not overlubricate. Apply a
thin coat of the bearing lubricant on the surface of the bearing cups (8) and the grease seal lips
(6 and 10).
(2) Check the axle and wheel retaining nut (3 or 21) for burrs or rough threads.
(3) Apply wheel bearing grease (4, Table 2, 32-00-00) to the axle threads and all load bearing
surfaces of the key washer (4 or 22), washer (5) and wheel retaining nut (3 or 21).
(4) Install the inner grease seal (10) and inner bearing (9) on the axle. The lips of the grease seal
must be toward the wheel.
NOTE: If the bearings are supplied with integral seals, remove and discard the seals.
(5) Place the wheel and tire on the axle and install the outer wheel bearing cone (7) and grease seal
(6) in the wheel.
CAUTION: Make sure that the grease seals are properly seated in the
wheel against the bearing cups and that the seals are not
damaged.Visually inspect that the main landing gear brake rotor
tangs for both disks are positioned in the main wheel assembly
slots.
(6) Install the washer (5) as required (one washer minimum), on the axle. Install the key washer
(4 or 22) on the axle. Install the wheel retaining nut (3 or 21) on the axle and tighten to 225
inch-pounds of torque while rotating the wheel to ensure proper seating of the bearings.
(7) Back off the axle nut 0 to 25 inch-pounds of torque (DO NOT ALLOW THE WHEEL TO ROTATE
WHILE BACKING OFF THE AXLE NUT), then torque the nut to 110 inch-pounds while rotating
the wheel.
(8) Retain the wheel retaining nut as follows:
(a) On airplanes without antiskid brakes installed, install a new cotter pin (2) through the axle
and nut. If necessary to install the cotter pin, tighten the nut to the next castellation, but
do not exceed 160 inch-pounds of torque or 30° of arc. Additional 101-810207-5 washers
may be used as required to allow alignment of the nut slot and the cotter pin hole. After
the cotter pin is installed, bend the cotter pin along the curve of the axle to prevent contact
between the cotter pin and the hubcap.
(b) On airplanes with antiskid brakes installed, place the lock ring (20) against the nut (21).
Align the holes in the lock ring (20) and axle. If the holes do not align, tighten the nut to
allow installation of the lock ring. Use thin washers as required so as not to exceed 160
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inch-pounds of torque or 30° of arc on the nut. Additional 101-810207-5 washers may be
used as required to allow alignment of the lock ring screws and the lock ring screw holes.
Tighten the screws (18) in the lock ring (20) and safety wire.
(9) Secure the hubcap (1) or (17) to the wheel with the attaching screws.
(10) Perform the LOWERING THE AIRPLANE AFTER THREE-POINT JACKING procedure or the
LOWERING THE AIRPLANE AFTER SINGLE-POINT JACKING procedure (Ref. Chapter 07-
10-00).
(11) Remove strut limiters (2 and 3, Table 1, 32-00-00).
C. Removal (Alternate Method)
WARNING: This procedure is an alternate method for removing a main

landing gear wheel. Instead of placing the airplane on jacks,
a ramp may be used. It may only be used for removal
and installation of a main landing gear wheel. No other
maintenance may be performed on the airplane while the
airplane is on the ramp.
(1) Install the nose and main landing gear downlocks (Ref. Chapter 10-10-00).
(2) Place the airplane on the ramp (18, Table 1, 32-00-00) as follows:
(a) Position the ramp directly in front of the wheel adjacent to the wheel being removed.
WARNING: Due to the weight of the airplane being supported on

one wheel, the supporting wheel must be centered on
the ramp to avoid any unanticipated movements of the
airplane that may cause damage to the airplane and/or
injury to personnel.
CAUTION: The airplane must be on a level surface with the supporting tire
properly inflated prior to towing the airplane onto the ramp.
(b) Carefully tow the airplane forward (maximum 3 mph) and allow the desired wheel to roll
onto the ramp. Refer to Chapter 09 for towing instructions.
NOTE: The ramp may move while attempting to roll the airplane onto the ramp. A
sandbag may be used to chock the ramp or attach a rubber mat to the bottom
of the ramp using best shop practice.
(3) Set the parking brake as instructed in Chapter 10-10-00.

(4) Chock the opposite side main landing gear wheels and the nose landing gear wheel.
(5) Perform the MAIN LANDING GEAR WHEEL REMOVAL (PREFERRED METHOD) omitting Step
(1).
D. Installation (Alternate Method)
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CAUTION: This procedure can only be used when the MAIN LANDING GEAR
WHEEL REMOVAL (ALTERNATE METHOD) procedure has been
performed.
(1) Perform the MAIN LANDING GEAR WHEEL INSTALLATION (PREFERRED METHOD) omitting
Step (10) and its preceding warning.
CAUTION: Visually inspect that the main landing gear brake rotor tangs for both
disks are positioned in the main wheel assembly slots.
(2) Remove all chocks from the wheels.
(3) Release the parking brake as instructed in Chapter 10-10-00.
(4) Carefully tow the airplane off the ramp (Ref. Chapter 09-00-00).
(5) Remove the nose and main landing gear downlocks.
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Main Landing Gear Wheel

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TIRES - MAINTENANCE PRACTICES
1. Tires

A. Servicing



Inflate the nose gear tire to 60 +5/-0 psi and the main gear tires to 97 +5/-0 psi loaded or 93 +5/-0 psi
if the airplane is on jacks.
CAUTION: Tires that have picked up a fuel or oil film must be washed as soon as
possible with a detergent solution to prevent contamination of the rubber.
Maintaining proper tire inflation will minimize tread wear and will help avoid damage from landing
shock or contact with ruts and sharp stones. When inflating the tires, inspect them for cuts, cracks,
breaks, and tread wear. The pressure of a serviceable tire that is fully inflated must not drop more
than 4% over a 24-hour period.
NOTE: Textron Aviation Inc. does not recommend the use of recapped tires, but FAA approved
repair station retreaded tires, complying with the specialized limited service rating per
TSO-C62d, are usable.
B. Sealing Minor Leaks in Rim-Inflated Tubeless Tires
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"Tire Life" tire sealant (3, Table 2, 32-00-00) is recommended as an effective means of controlling
the gradual loss of tire inflation pressure when the leakage rate does not exceed 5% over a 24-hour
period.
NOTE: Refer to instructions provided with the sealant for sealing the tire.
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MAIN LANDING GEAR BRAKES - MAINTENANCE PRACTICES
1. Main Landing Gear Brake

A. Removal

system, place the airplane on jacks.Never jack the airplane in
an unsheltered area where winds in excess of 35 knots will be
encountered.Any time the landing gear is only partially retracted
during maintenance, always cycle the gear with the power pack
through at least one complete cycle before removing the airplane
from the jacks.For safety reasons, pull the 2-ampere control
circuit breaker on the pilot's inboard subpanel and place a note
on the circuit breaker panel that LANDING GEAR MAINTENANCE
IS IN PROCESS during maintenance on the landing gear.The
landing gear control handle must never be moved from the
down-and-locked position while the airplane is on the ground.It
is recommended that the area be roped off during extension or
(1) Install strut limiters (2 and 3, Table 1, 32-00-00) to reduce strut extension.
(2) Perform the THREE-POINT JACKING (PREFERRED PROCEDURE) procedure or SINGLE-
POINT JACKING (FOR WHEEL, TIRE AND BRAKE MAINTENANCE ONLY) procedure (Ref.
Chapter 7-10-00).
(3) Remove the screws securing the hubcap (1 or 17) to the wheel and remove the hubcap (Ref.
Figure 201).
axle threads.
(4) Remove the wheel retaining nut (3 or 21), washer (5) and key washer (4 or 22) as follows:
(a) On airplanes with antiskid brakes installed, cut the safety wire and loosen the lock screws
(18) and remove the lock ring (20) from the axle. Remove the wheel retaining nut (21) and
key washer (22).
(b) On airplanes without antiskid brakes installed, remove the cotter pin (2) securing the wheel
retaining nut (3). Remove the wheel retaining nut (3) and key washer (4).
(5) When removing the wheel and tire from the axle, be careful not to drop or damage the grease
seals (6 and 10) and bearing cones (7 and 9).
(6) Disconnect the brake hydraulic line (11) from the inlet swivel fitting (12). Immediately cap the
line and fitting.
(7) If brake deicers are not installed on the airplane, proceed to Step (8).
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(8) On airplanes with brake deice installed, remove the brake assemblies and deice manifold as
follows:
(a) Disconnect the brake deice hose (23) from the journal (24) on the distributor manifold (31).
(b) Remove the bolts (26), washers (27), and nuts (28) attaching the distributor manifold (31)
to the manifold support (29 or 30).
(9) Remove the bolts (32), washers, and nuts (33) attaching the brake assembly (25) to the manifold
support (29 or 30).
(10) Remove the brake assembly from the landing gear axle. Be careful not to drop or damage the
inlet swivel fitting (12).
(11) Remove the bolts (16), washers (35) and nuts (36) attaching the brake assemblies (25 and 34)
together.
B. Installation
WARNING: The following wheel and wheel bearing installation procedures

must be followed exactly.
NOTE: The only wheel bearing lubricants authorized for use on the Model 1900D Airliner are
EP#2 lubricants (4, Table 2, 32-00-00).
(1) On airplanes with brake deice installed, install the deice manifold (31) as follows (Ref. Figure
201):
NOTE: Ascertain that the orifices in the distributor manifold (31) are clean and unobstructed
prior to installation of the distributor manifold.
(a) Install the bolts (26), washers and nuts attaching the distributor manifold (31) to the
manifold support (29 or 30).
(b) Reconnect the brake deice hose (23) to the journal (24) on the brake deice manifold (31).
(2) Install new packings (15) in the grooves on the inlet swivel fitting (12).
(3) Install the inlet adapter (14) in the opposite brake assembly (34), being careful not to displace
or damage the packing (15).
(4) Position the brake assembly (25) on the axle. Apply a thin coat of lubricant (4, Table 2, 32-00-00)
to the inside diameter of the brake housing and on the axle at assembly. Carefully mate the inlet
adapter (14) on the inlet swivel fitting (12) to the brake assembly (25 and 34), being careful not
to displace or damage the packing (15).
NOTE: If a new brake assembly is being installed, discard the thick P/N GWA182-6 double
countersunk washer and install a MS20002-6 washer under the nut.
(5) Attach the manifold supports (29 or 30) to the brake assemblies with bolts (32) and nuts (33). At
the time of installation, lubricate the bolt and nut threads and the bearing surfaces of the bolts
and nuts with antiseize compound (16, Table 2, 32-00-00). Torque the self-locking nuts to 300
inch-pounds.
(6) Ascertain that both brake assemblies are correctly seated on the axle socket and axle and that
the inlet swivel fitting (12) swivels freely.
(7) Secure the brake assemblies (25 and 34) together with the attaching bolts (16), washers (35),
and nuts (36). Install one washer under each bolt head and one washer under each nut. At
the time of installation, lubricate the bolt and nut threads and the bearing surfaces of the bolts,
washers, and nuts with antiseize compound (16, Table 2, 32-00-00). Torque the self-locking nuts
to 120 inch-pounds.
(8) Connect the hydraulic brake fluid line (11) to the inlet swivel fitting (12).
NOTE: The only wheel bearing lubricants authorized for use on the Model 1900D Airliner
are EP#2 lubricants (4, Table 2, 32-00-00).
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(9) Pack lubricant (4, Table 2, 32-00-00) into the wheel bearing cones (7 and 9). Apply lubricant to
the ends of the bearing rollers. Do not overlubricate. Apply a thin coat of the bearing lubricant
on the surface of the bearing cups (8) and on the grease seal lips (6 and 10).
(10) Check the axle and nut (3 or 21) for burrs or rough threads.
(11) Apply lubricant (4, Table 2, 32-00-00) to the axle threads and all load bearing surfaces of the
key washer (4 or 22), washer (5) and wheel retaining nut (3 or 21).
NOTE: If the bearings are supplied with integral seals, remove and discard the seals.
(12) Install the inner grease seal (10) and the inner bearing cone (9) on the axle. The lips of the
grease seal must be toward the wheel.
(13) Place the wheel and tire on the axle and install the outer wheel bearing cone (7) and grease seal
(6).
CAUTION: Ascertain that the grease seals are properly seated in the wheel
against the bearing cups and that the seals are not damaged.
(14) Install washer (5) and key washer (4 or 22) on the axle.
(15) Install the wheel retaining nut (3 or 21) on the axle and tighten to 225 inch-pounds of torque
while rotating the wheel to ensure proper seating of the bearings.
(a) Back off the axle nut to 25 to 0 inch-pounds of torque (DO NOT ALLOW THE WHEEL TO
ROTATE WHILE BACKING OFF THE AXLE NUT), then torque the nut to 110 inch-pounds
while rotating the wheel.
(16) Retain the wheel retaining nut (3 or 21) as follows:
(a) On airplanes without antiskid brakes installed, install a new cotter pin (2) through the axle
and wheel retaining nut. If necessary, tighten the nut to the next castellation to allow
installation of the cotter pin, but do not exceed 160 inch-pounds of torque or 30° of arc.
Additional 101-810207-5 washers may be used as required to align the nut slot and cotter
pin hole.
(b) On airplanes with antiskid brakes installed, place the lock ring (20) against the wheel
retaining nut (21). Align the holes in the lock ring (20) and axle. If the holes do not align,
tighten the nut to allow installation of the lock ring. Use thin washers as required so as not
to exceed 160 inch-pounds of torque or 30° of arc on the nut. Additional 101-810207-5
washers may be used as required to align the lock ring screws and screw holes. Tighten
the screws (18) in the lock ring (20) and safety wire.
(c) Secure the hubcap (1 or 17) to the wheel with the attaching screws.
handle is in the position, the landing gear is down and locked
and the accumulator is charged to 800 ± 50 psi.
(17) Perform the LOWERING THE AIRPLANE AFTER THREE-POINT JACKING procedure or the
LOWERING THE AIRPLANE AFTER SINGLE-POINT JACKING procedure (Ref. Chapter 7-10-
00).
(18) Remove strut limiters (2 and 3, Table 1, 32-00-00).
(19) Bleed the brake system without antiskid brakes installed as described in 32-40-06. Bleed the
brake system with antiskid brakes installed as described in 32-41-01.
C. Brake Wear Limits
To check the total disc wear, measure the distance between the back of the pressure plate and the
brake housing with normal brake pressure applied from the master cylinder (Ref. Figure 202).
Replace the brake assembly when it has reached the maximum wear limit. To determine the remaining
flight cycles for a brake assembly (Ref. Table 201).
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Table 201. BRAKE WEAR MEASUREMENT VS REMAINING FLIGHT CYCLES
P/N 5006749-4 WEAR P/N 5006749-5 WEAR REMAINING FLIGHT CYCLES

MEASUREMENT MEASUREMENT
0.340 0.400 0
0.339 0.399 4
0.338 0.398 8
0.337 0.397 12
0.336 0.396 16
0.335 0.395 20
0.334 0.394 24
0.333 0.393 28
0.332 0.392 32
0.331 0.391 36
0.330 0.390 40
0.329 0.389 44
0.328 0.388 48
0.327 0.387 52
0.326 0.386 56
0.325 0.385 60
0.324 0.384 64
0.323 0.383 68
0.322 0.382 72
0.321 0.381 76
0.320 0.380 80
NOTE: Table 201 is based on average wear rates. Wear rates may vary between operators and
brakes depending on operating conditions. This Table should only be used as a guide.
Brakes must be removed from service at full wear.
A flight cycle is defined as: Engine start-up and increase to full or partial power (as required during a
normal flight), one landing gear retraction and extension and a complete shutdown.
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BRAKE FLUID RESERVOIR - MAINTENANCE PRACTICES
1. Brake Fluid Reservoir

A. Pressure Equalization Filter and Orifice Cleaning
Cabin air contaminants (fuzz, lint, nicotine, tar, etc.) in the pressure equalization line reduces the air
flow through the filter and orifice so that excessive air is diverted into the brake fluid reservoir resulting
in excessive air pressure to the master cylinders (Ref. Figure 201). Clean the orifice and filter as
follows:
(1) Place a container to catch the released solvent under the brake fluid reservoir vent drain.
(2) Disconnect the line connected to the top of the reservoir and the filter.
(3) Unscrew the filter from the tee at the forward pressure bulkhead.
(4) Disconnect the line connected to the top of the tee and plug the top of the tee.
(5) Where the filter was removed, inject a small amount of solvent (5, Table 2, 32-00-00) into the tee
with low air pressure. Check the solvent flowing from the drain into the container for cleanliness.
Repeat as necessary until clean solvent flows from the drain tube.
(6) Blow the line dry using low air pressure.
(7) Clean the filter with solvent (5, Table 2, 32-00-00), and blow dry with compressed air.
(8) Remove the cap from the top of the tee and connect the tube to the top of the tee.
(9) Screw the filter assembly on the tee.
(10) Install the tube assembly that was installed between the brake fluid reservoir and the filter.
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Brake Fluid Reservoir Orifice and Filter

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BRAKE SYSTEM BLEEDING - MAINTENANCE PRACTICES
1. Brake System Bleeding

Cycle the landing gear and ensure that all three landing gears are down
and locked prior to removing the aircraft from jacks.Whenever the
brakes are to be released, make sure the airplane is on level ground
and the wheels are chocked.
Brake system bleeding will be required whenever the system is opened at any point between the master
cylinder and the wheel brake assembly, whenever the brakes become spongy in service, or whenever the
parking brakes will no longer hold. In the latter instance, the system must be further checked for leakage.
Use only MIL-H-5606 hydraulic fluid (2, Table 2, 32-00-00) in the brake system, and ensure that no dirt or
foreign matter is allowed to get into the brake system. Dirt under seals results in leaks or clogging of the
compensating ports in the master cylinders resulting in brake locking.
Textron Aviation Inc. recommends the use of pressure pot brake bleeding. If the pressure pot bleeding
method is not available, electric bleeding is recommended. Use the gravity method only if the other two
methods are not available. If the gravity system is used, pressure bleed the brakes at the earliest possible
time. Using any method, the parking brake lever and toe brake pedals must both be fully released to open
the compensating ports in the brake master cylinders.
If the brakes feel soft or "spongy" after the bleeding operation, air is trapped in the brake cylinders.
Remove the brake and lay it on its side. Add brake fluid as needed through the bleed port and tap the
brake lightly with a rubber hammer to dislodge any air bubbles. When air bubbles no longer appear at the
port, install the brake and repeat the bleeding procedure.
A. Pressure Pot Bleeding
WARNING: Whenever the brakes are to be released, make sure the airplane is
on level ground and the wheels are chocked.
Pressure bleeding is the most efficient method of bleeding the brake system. This procedure involves
attaching a pressure pot to the brake assembly bleeder ports and back bleeding the system to the
fluid reservoir. Procedures for utilizing the preferred pressure pot, the electric bleeder and the gravity
bleed method are outlined below.
NOTE: The line hookup for pressure pot bleeding is the same as shown in Figure 201, except the
electric bleeder is replaced with a pressure pot.
(1) Remove the protective cover from around the brake fluid reservoir.
(2) Disconnect the pressure equalization line from the reservoir and attach an extension line
approximately three feet in length.
(3) Place the end of the extension line in a clean receptacle to collect the brake fluid overflow.
(4) Cut the safety wire and remove the screws from the bleeder ports of each brake assembly.
Install a bleeder hose adapter (shown in Figure 201) into each brake bleeder port. Fabricate a
bleeder hose assembly (shown in Figure 201) for each set of brakes; connect the bleeder hose
assemblies between the bleeder hose adapters and the pressure lines of the pressure pot.
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(5) Apply a constant pressure of approximately 15 pounds to the pressure pot. Open the pressure
pot control valve.
(6) Bleed the system until the draining fluid is free of air bubbles.
(7) Close the pressure pot valve. Remove the bleeder hose adapters and hose assemblies from
each landing gear. Install the screws into the bleeder ports of each brake assembly and safety
wire.
(8) Remove the extension line from the pressure equalization port on the reservoir.
(9) Connect the pressure equalization line to the reservoir.
(10) Install the shield around the brake fluid reservoir.
(11) Remove the cap from the hydraulic fluid reservoir and add MIL-H-5606 hydraulic fluid (2, Table
2, 32-00-00) as required to obtain a full reading.
(12) Check the operation of the brakes. There must be no soft or spongy feeling at the brake pedals
and the pedal pressure equal on both brakes.
B. Using the Electric Bleeder Method
(1) Remove the sheet metal shield from around the brake fluid reservoir (Ref. Figure 201).
(2) Disconnect the pressure equalization line from the reservoir and attach the electric bleeder fluid
return line to the reservoir.
Install a bleeder hose adapter (shown in Figure 201) into each brake bleeder port. Fabricate a
bleeder hose assembly (shown in Figure 201) for each set of brakes; connect the bleeder hose
assemblies between the bleeder hose adapters and the pressure lines of the pressure pot.
(4) Activate the bleeder and set the relief valve to approximately 15 pounds by observing the
pressure gage prior to opening the electric bleeder control valve.
(5) Open the electric bleeder control valve and observe the returning fluid through the inline sight
glass. Pumping the pilot's and copilot's pedals during the bleeding process help to dislodge any
air bubbles trapped in the master cylinders.
(6) When the returning fluid shows no further evidence of air bubbles, close the electric bleeder
control valve.
(7) Disconnect the fluid infusion lines from the bleeder hose assemblies and remove the bleeder
hose assemblies and adapters from the brake assemblies. Install the screws into the bleeder
ports of each brake assembly and safety wire.
(8) Disconnect the fluid return line from the brake fluid reservoir and connect the pressure
equalization line.
(9) Install the shield around the brake fluid reservoir.
(10) Check the brake reservoir fluid level and add MIL-H-5606 hydraulic fluid (2, Table 2, 32-00-00)
as required to obtain a full reading.
(11) Check the operation of the brakes. When the brake pedals are pressed there must be no spongy
feeling and pedal pressure equal on both brakes.
C. Using the Gravity Bleeding Method
This method of bleeding is done from the master cylinder down to the brake assembly. The brake
fluid reservoir must be kept full during the bleeding operation. Since the pilot's and copilot's master
cylinders are plumbed in series, the entire system is bled by operating the pilot's brake pedals in the
following manner:
(1) Cut the safety wire and open the bleeder port screws of both brake assemblies on one landing
gear.
(2) Press the pilot's corresponding brake pedal slowly and smoothly to eliminate air trapped in the
system.
(3) Hold the brake pedal in the pressed position and close the bleeder port screws at the brake
assemblies.
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(4) Release the brake pedal.

(5) Repeat Steps (1), (2), (3), and (4) until no more air bubbles appear in the drained fluid.
(6) Open the bleeder port screws of both brake assemblies on the other landing gear and repeat
Steps (1), (2), (3), and (4), pressing the other brake pedal until no more air bubbles appear in
the drained fluid.
(7) Tighten the bleeder port screws at all four brake assemblies and safety wire.
(8) Check the brake reservoir fluid level and add MIL-H-5606 hydraulic fluid (2, Table 2, 32-00-00)
(9) Check the brakes for proper operation. When the brake pedals are pressed there must be no
spongy feeling and pedal pressure equal on both brakes.
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BRAKE MASTER CYLINDER - MAINTENANCE PRACTICES
1. Brake Master Cylinder

A. Removal
NOTE: This procedure is typical for all four of the brake master cylinders (8). Only one cylinder
on the pilots side will be discussed (Ref. Figure 201).
CAUTION: If a FA2100 Flight Data Recorder System is installed on this aircraft,

perform the applicable Steps of the BRAKE PEDAL SWITCH (SENSOR)
REMOVAL procedure in conjunction with the Steps of this procedure
(Ref. Chapter 31-31-19 in the MODEL 1900D AIRLINER FLIGHT DATA
RECORDER (FA2100) MAINTENANCE MANUAL SUPPLEMENT, P/N
129-590000-109).
(1) Remove the appropriate forward partition by performing the applicable Steps of the FORWARD
PARTITION REMOVAL procedure (Ref. Chapter 25-20-02).
(2) Perform the SEAT REMOVAL procedure for the appropriate pilots seat (Ref. Chapter 25-10-00).
(3) Perform the CARPET REMOVAL procedure on the appropriate pilots side (Ref. Chapter 25-10-
01).
(4) Remove flight compartment floorboard panels 121AT and 121BT (122AT and 122BT) (Ref.
Chapter 06-50-00).
(5) Be prepared to catch any hydraulic fluid that will leak from the system when the lines are
disconnected.
CAUTION: As the hydraulic lines are disconnected from the pump, immediately
plug or cap the openings to prevent entry of foreign material into the
lines or valve.
(6) Disconnect the upper and lower hydraulic brake lines (10) connected to the brake cylinder (8).
(7) Remove the cotter pin (4), washer (5) and pin (1) attaching the rod end (2) to the rudder pedal
(3).
(8) Remove the cotter pin (6), washer (7) and pin (9) attaching the brake cylinder (8) to the airplane
structure.
(9) Remove the brake cylinder (8) from the airplane. Discard the cotter pins (4 and 6).
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B. Installation
NOTE: This procedure is typical for all four of the brake master cylinders (8). Only one cylinder
on the pilots side will be discussed (Ref. Figure 201).
If a FA2100 Flight Data Recorder System is installed on this aircraft, perform the applicable
Steps of the BRAKE PEDAL SWITCH (SENSOR) INSTALLATION procedure in
conjunction with the Steps of this procedure (Ref. Chapter 31-31-19 in the MODEL
SUPPLEMENT, P/N 129-590000-109).
(1) Place the brake cylinder (8) in position between the lugs attached to the airplane structure and
install the pin (9), washer (7), and cotter pin (6).
(2) Place the brake cylinder (8) rod end (2) in position on the rudder pedal (3) and install the pin (1),
washer (5) and cotter pin (4).
(3) Remove the caps and plugs and connect the upper and lower brake hydraulic lines (10) to the
brake cylinder (8).
(4) Bleed the brake system as instructed in 32-40-05.
(5) Install flight compartment floorboard panels 121AT and 121BT (122AT and 122BT) (Ref. Chapter
06-50-00).
(6) Perform the appropriate CARPET INSTALLATION procedure (Ref. Chapter 25-10-01).
(7) Perform the appropriate SEAT INSTALLATION procedure (Ref. Chapter 25-10-00).
(8) Install the appropriate forward partition by performing the applicable Steps of the FORWARD
PARTITION INSTALLATION procedure (Ref. Chapter 25-20-02).
C. Linkage Adjustment
(1) Loosen the locknut on the master cylinder piston shaft.
(2) Remove the pin (1), washer (5), and cotter pin (4) attaching the brake cylinder (8) rod end (2) to
the rudder pedal (3). Slide the rod end free of the rudder pedal (Ref. Figure 201).
(3) The master cylinder piston length is adjusted by turning the rod end (2) on or off the piston
shaft. Adjust the rod end so that the distance between the centerline of the rod end hole and
the centerline of the brake cylinder (8) bottom attach hole is 9 inches. The length of the shaft
adjusted so that the piston does not "bottom" when the brake is applied.
(4) Place the brake cylinder (8) rod end (2) into position on the rudder pedal (3). Install the pin (1),
washer (5), and new cotter pin (4).
(5) Tighten the locknut against the rod end (2).
(6) Check the upper and lower attach points of the brake cylinder (8) for possible interference.
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Brake Master Cylinder Installation

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PARKING BRAKE - MAINTENANCE PRACTICES
1. Parking Brake Valve

A. Removal
(1) Bleed the hydraulic fluid from the brake system.
(2) Remove the center aisle floorboard (133ATC) (Ref. Chapter 06-50-00).
(3) Remove the parking brake valve cover (1) from the bowl assembly (2) (Ref. Figure 201).
(4) Remove the screws (4) connecting the parking brake control cable (5) to the link (6).
(5) Remove the bolts securing the phenolic blocks (7) to the bracket (8).
lines or valve.
(6) Disconnect the hydraulic lines connected to the valves (3).
(7) Remove the bolts securing the parking brake valves (3) to the bracket (9).
(8) Remove the valves (3) and bracket (8) from the airplane.
(9) Cut the safety wire and remove the screws (10) attaching the parking brake valve control levers
(15) to the link (6).
B. Installation
(1) If the parking brake valve fittings (11 or 12) were removed, install the fittings with new rings (13)
and packings (14) (Ref. Figure 201).
(2) Connect the parking brake valve control levers (15) to the link (6) with the attaching screws (10)
and safety wire.
(3) Position the parking brake valves (3) and the bracket (8) in the bowl (2) on the bracket (9). Install
the attaching bolts securing the parking brake valves (3) to the bracket (9).
(4) Secure the phenolic blocks (7) and the control cable (5) to the bracket (8) with the attaching
bolts, washers and screws.
(5) Insert the end of the control cable (5) into the link (6) and secure with the screws (4).
(6) Remove the caps and plugs and connect the hydraulic lines to the valves (3).
(7) Bleed the brakes as described in 32-40-05.
(8) Adjust the parking brake control cable as instructed under the heading PARKING BRAKE
CONTROL CABLE ADJUSTMENT in this section.
(9) Install the cover (1) on the bowl assembly (2).
(10) Install the center aisle floorboard (133ATC) (Ref. Chapter 06-50-00).
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2. Parking Brake Control Cable

A. Adjustment
NOTE: Overhaul of the parking brake valves is not recommended. If leakage is evident, replace
the valve.
To ensure proper operation of the parking brake valves, it is important that full travel of the parking
brake valves be maintained. Adjust the control cable as follows:
(1) Remove the center aisle floorboard (133ATC) (Ref. Chapter 06-50-00) aft of the flight
compartment.
(2) Remove the cover from the bowl assembly (Ref. Figure 202).
(3) Loosen the bolts securing the phenolic blocks to the bracket and position the outer housing of
the cable in the blocks until pushing in on the control knob fully opens the parking brake valves.
Tighten the bolts.
(4) Pull the control knob out and check that the parking brake valves are fully closed.
(5) If necessary, loosen the bolts and reposition the outer housing of the cable in the blocks until the
parking brake valves fully open and close.
(6) Install the cover on the bowl assembly.
(7) Install the center aisle floorboard (133ATC) (Ref. Chapter 06-50-00).
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Parking Brake Valves

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Parking Brake Control Cable Adjustment

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ANTISKID BRAKES - DESCRIPTION AND OPERATION
1. Antiskid Brakes

jacks.
NOTE: For a description of the wheels, tires, brake assemblies and parking brake valves, refer to
the applicable Chapter that starts with 32-40.

place the airplane on jacks.When jacking the airplane in an unsheltered
area where winds in excess of 35 kts will be encountered, never jack
more than one gear at a time clear of the ground.Any time the landing
gear is only partially retracted during maintenance, always cycle
the gear with the power pack through at least one complete cycle
before removing the airplane from the jacks.For safety reasons, pull
the 2-ampere control circuit breaker on the pilot's inboard subpanel
and place a note on the circuit breaker panel that LANDING GEAR
MAINTENANCE IS IN PROCESS during maintenance on the landing
gear.The landing gear control handle must never be moved from the
down-and-locked position while the airplane is on the ground.It is
recommended that the area be roped off during extension or retraction
of the landing gear.
A. Antiskid Brake System
(1) In addition to the components of the standard brake system, the antiskid brake system
incorporates a number of electrical and hydraulic components (Ref. Figure 1). The antiskid box
assembly mounted in the nose gear wheel well contains a pump and motor assembly, filter,
check valve, power brake valve, and high and low pressure switches. Additional equipment
includes a control switch mounted on the pedestal, a pump motor relay and two-position
three-way solenoid valve mounted above the antiskid brake box assembly, an accumulator
mounted in the nose wheel well, a skid control unit mounted under the copilot's floorboard and
wheel speed transducers mounted in each main gear axle.
(2) The antiskid brake control circuit is protected by a 5-ampere circuit breaker located on the RH
circuit breaker panel. The control switch, placarded ANTI-SKID-OFF, energizes the motor relay
and the two position solenoid valve, when it is placed in the ANTI-SKID position. Power for
the pump motor is supplied through the motor relay and the 20-ampere limiter located in the
LH nacelle electrical distribution panel. The motor relay is grounded through the high pressure
switch and the nose gear down-position switch. The actuation points of the high pressure switch
are set to maintain the system pressure between 950 to 1375 psi. Fluid under pressure from the
pump is directed through the solenoid valve to the pressure inlet port of the power brake valve.
An accumulator (precharged to 600 ± 100 psi) plumbed in the line from the pump to the power
brake valve aids in maintaining the system pressure. Any time the system pressure drops below
615 to 685 psi, the low pressure switch will ground a relay located under the second floorboard
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panel forward of the main spar, energizing the time delay relay under the first floorboard panel
aft of the main spar, which will illuminate a yellow ANTI-SKID FAIL annunciator in the CAUTION/
ADVISORY panel. A maintenance switch mounted on the brake fluid reservoir provides power
to open the two-position solenoid valve when the reservoir cap is removed.
(3) The dual hydraulic brakes are operated by depressing the toe portion of either the pilot's or
copilot's rudder pedals. The depression of either set of pedals compresses the piston rod in the
master cylinder attached to each pedal. The hydraulic pressure resulting from the movement
of the pistons in the master cylinders is transmitted through flexible hoses and fixed aluminum
tubing to the power brake valve. Braking action occurs when hydraulic pressure (generated
by the master cylinders or metered pressure from the pump) at the brake pistons forces the
disc stack of each brake assembly together creating friction between the rotating discs and the
stationary components of the brake assembly.
B. Antiskid Brake System Manual Mode
(1) When the antiskid brake system is in the manual mode (control switch on pedestal in the OFF
position) there will be no fluid pressure from the pump at the pressure inlet port of the power
brake valve. This allows the pressure generated at the master cylinders to force the shuttle
valves in the power brake valve to open (Ref. Figure 2).
C. Antiskid Brake System Antiskid Mode
(1) With the antiskid brake system in the antiskid mode, the pump pressure present at the inlet port
of the power brake valve will position the internal shuttle valves to isolate the master cylinder
pressure from the brake assemblies and to open a passage for metered pump pressure to the
brake assemblies (Ref. Figure 3). Master Cylinder pressure in the power brake valve acts on
the control valve piston to close the return passage and to open the passage for pump pressure
into the control valve. The resulting metered pressure is applied to the control valve spool to
balance the pressure delivered to the brake assemblies with the master cylinder pressure. As
the master cylinder pressure is increased or decreased, the control valve spool moves to allow
fluid to escape through the return passage and decrease the metered pressure or to close the
return port and allow the metered pressure to increase.
(2) The wheel speed transducers monitor the wheel RPM and relay the information to the skid control
unit to be processed. The skid control unit sends electrical signals, based on the information
provided by the wheel transducers, to the servo valve mounted on the power brake valve. The
servo valve responds to the input from the skid control unit by varying its control pressure. The
control pressure is created in the cavity of the servo valve between the system pressure nozzle
and return nozzle. Signals from the skid control unit control the opening and closing of the two
nozzles. When no electrical signal from the skid control unit is present, the pressure nozzle is
open and the return nozzle is closed; therefore, the control pressure of the servo valve is the
same as the pump pressure and has no effect on the operation of the control valve. When a
skid condition is imminent, the appropriate signal is sent to the servo valve and the servo valve
control pressure is reduced as the pressure nozzle is closed. When the control pressure is
reduced, pump pressure at the opposite end of the control valve spools moves the spools to
open the return passages allowing fluid in the control valves to bleed off, resulting in a reduced
pressure to all four brake assemblies. As the wheel RPM begins to increase, the servo valve
control pressure increases, resulting in an increased brake pressure. If the wheel transducers
indicate that the wheels are still in a skid condition, the brake pressure will be decreased again.
This cycle will continue until the tendency for the wheels to skid has ended. Differential braking
between the LH and RH master cylinders will be maintained while the antiskid brake function is
operating.
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Antiskid Brake System

Figure 1 (Sheet 1)
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Antiskid Brake System Schematic (Manual Mode)

Figure 2 (Sheet 1)
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Antiskid Brake System Schematic (Antiskid Mode)

Figure 3 (Sheet 1)
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ANTISKID BRAKES - TROUBLESHOOTING
1. Antiskid Brake System

jacks.
Table 101. Antiskid Brake System

1. Flat spots on tires. a. Dragging brakes. a. Check brake operation.
b. Contaminated Control Valve. b. Clean control valve.
c. Control unit fails to operate c. Replace control unit.
properly.
d. Damaged or broken wiring to d. Repair or replace wiring.
control unit.
e. Air in plumbing. e. Bleed brake lines.
2. Loss or reduction of a. Damaged or shorted transducer a. Repair or replace transducer
braking at low speed. leads. leads.
3. Antiskid annunciator a. Input power loss to control unit. a. Check circuit breakers in lower
constantly illuminated. forward circuit breaker panel and
the nacelle electrical panel.
b. Internal control unit fails to work b. Correct fault or replace control
properly. unit.
c. Open or short circuit in valve c. Repair or replace shorted circuit
servo or wheel speed transducer or replace valve servo.
circuits.
4. Rotor shaft rubs or binds a. Bearings do not work properly. a. Replace bearings.
inner housing.
5. No transducer output. a. Coil assembly fails to work a. Replace coil assembly.
properly.
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ANTISKID BRAKES - MAINTENANCE PRACTICES
1. Antiskid Brake system

NOTE: The following maintenance practices are found in Subchapters of Chapter 32-40-XX: removal
and installation of the master cylinders, parking brake valves, nose wheel, and main wheel and
brakes; adjustment of the parking brake cable and the master cylinder linkage; brake wear
limits; and cleaning of the pressure equalization filter and orifice.
A. Servicing
Brake system servicing is limited primarily to maintaining the hydraulic fluid level in the reservoir
mounted in the upper RH corner of the aft bulkhead of the nose avionics compartment and to
maintaining an accumulator precharge of 600 ± 100 psi.
(1) To check the fluid level, turn the master switch ON, turn the antiskid switch OFF, ensure that the
parking brake is off, remove the reservoir cap and depress the brake pedals 15 to 20 times to
deplete the accumulator.
(2) If no fluid is visible in the reservoir sight glass, add a sufficient quantity of hydraulic fluid (2, Table
2, 32-00-00) to raise the fluid level to the lower edge of the filter neck.
(3) Service the transducer assembly, located at the end of each main landing gear axle, per the
manufacturer's recommendations.
B. Bleeding
Brake system bleeding will be required whenever the system is opened at any point between the
master cylinders and the wheel brake assemblies, whenever the brakes become spongy in service,
or whenever the parking brakes will no longer hold. In the latter instance, the system must be checked
for leakage.
Use only the specified hydraulic fluid (2, Table 2, 32-00-00) in the brake system and ensure that no dirt
or foreign matter is allowed to get into the brake system. Dirt under seals results in leaks or clogging
of the compensating ports in the master cylinders and or results in brake locking.
Textron Aviation Inc. recommends the use of pressure pot brake bleeding. If the pressure pot bleeding
method is not available, electric bleeding is recommended. Use the gravity method only if the other
two methods are not available. If the gravity system is used, pressure bleed the brakes at the earliest
possible time. Using any method, the parking brake lever and toe brake pedals must both be fully
released to open the compensating ports in the brake master cylinders.
If the brakes feel soft or spongy after the bleeding operation, air is trapped in the cylinders. Remove
the brake and lay it on its side. Add brake fluid as needed through the bleed port and tap the brake
lightly with a rubber hammer to dislodge any air bubbles. When air bubbles no longer appear at the
port, install the brake and repeat the bleeding procedure.
C. Gravity Bleeding
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This method of bleeding is done from the master cylinder down to the brake assembly. The brake
fluid reservoir must be kept full during the bleeding operation. Since the pilot's and copilot's master
cylinders are plumbed in series, the manual portion of the system is bled by operating the pilot's brake
pedals only. Bleed the brakes in the following manner:
(1) Cut the safety wire and open the bleeder port screws of both brake assemblies on one landing
gear.
(2) Press the pilot's corresponding brake pedal slowly and smoothly to eliminate air trapped in the
system.
(3) Hold the brake pedal in the pressed position and close the bleeder port screws at the brake
assemblies.
(4) Release the brake pedal.
(5) Repeat Steps (1), (2), (3), and (4) until no more air bubbles appear in the drained fluid.
(6) Open the bleeder port screws of the other brake assembly and repeat Steps (1), (2), (3), and (4)
while pressing the other brake pedal until no more air bubbles appear in the drained fluid.
(7) Check the brake reservoir fluid level and add hydraulic fluid (2, Table 2, 32-00-00) as required
to obtain a full reading.
(8) Remove the screws from the brake bleeder ports of each brake assembly. Install a bleeder hose
adapter (shown in 32-40-05) into each brake bleeder port. Fabricate a bleeder hose assembly
(shown in 32-40-05) for each set of brakes; connect the bleeder hose assemblies to the bleeder
hose adapters.
(9) Connect 25 feet of tygon tubing with an inline filter to the bleeder hose assembly on the LH
landing gear; remove the brake fluid reservoir cap and place the other end of the tygon tubing
in the reservoir. Cap the bleeder hose assembly on the RH landing gear.
(10) Connect an external power supply to the airplane and adjust the voltage to 28 ± 0.25 volts.
(11) Place the antiskid brake control switch in the ANTI-SKID position and allow the system to
normalize.
(12) Apply light pressure to the pilot's left brake pedal and hold. Allow the antiskid brake system
pump to slowly purge all the remaining air from the left side of the brake system. When the
brake fluid returning to the reservoir is free of air, place the antiskid brake control switch in the
OFF position.
(13) Disconnect the tygon tubing from the LH brake assemblies and connect it to the bleeder hose
assembly on the RH brake assemblies; cap the bleeder hose assembly on the LH landing gear.
(14) Turn the antiskid brake control switch to the ANTI-SKID position and allow the system to
normalize.
(15) Apply light pressure to the pilot's right brake pedal and hold. Allow the antiskid brake system
pump to slowly purge all the remaining air from the right side of the brake system. When the
OFF position.
(16) Disconnect the tygon tubing from the RH brake assemblies.
(17) Remove the bleeder hose assemblies and adapters from the brake assemblies. Install the
screws into the bleeder ports of each brake assembly and safety wire.
(19) With the antiskid brake control switch in the OFF position check the brakes for proper operation.
When the brake pedals are pressed, there must be no spongy feeling and pedal pressure equal
on both brakes.
D. Bleeding Using an Electric Bleeder
(1) Remove the sheet metal shield from around the brake fluid reservoir.
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(2) Disconnect the pressure equalization line from the reservoir and attach the electric bleeder fluid
infusion line.
Install a bleeder hose adapter (shown in 32-40-05) into each brake bleeder port. Fabricate a
bleeder hose assembly (shown in 32-40-05) for each set of brakes; connect the bleeder hose
assemblies to the bleeder hose adapters.
(4) Connect the electric bleeder fluid return line to the bleeder hose assemblies on each brake
assembly.
(5) Activate the bleeder and set the relief valve to approximately 15 pounds by observing the
pressure gage prior to opening the brake bleeder valves.
(6) Open the electric bleeder control valve and observe the returning fluid through the inline sight
glass. Pumping the pilot's and copilot's pedals during the bleeding process help to dislodge any
air bubbles trapped in the master cylinders.
(7) When the returning fluid shows no further evidence of air bubbles, close the electric bleeder
control valve.
(8) Disconnect the fluid infusion line and the fluid return line from the airplane.
(9) Connect 25 feet of tygon tubing with an inline filter to the bleeder hose assembly of the LH
(10) Connect an external power supply to the airplane and adjust the voltage to 28 ±0.25 volts.
normalize.
OFF position.
normalize.
(15) Apply light pressure to the pilot's right brake pedal and hold. Allow the antiskid brake system
OFF position.
(19) With the antiskid brake control switch in the OFF position, check the brakes for proper operation.
on both brakes.
E. Bleeding Using a Pressure Pot
(1) Remove the sheet metal shield from around the brake fluid reservoir.
(2) Disconnect the pressure equalization line from the reservoir and attach the pressure line of the
pressure pot (13 or 14, Table 1, 32-00-00) to the reservoir.
Install a bleeder hose adapter (shown in 32-40-05) into each brake bleeder port. Fabricate a
bleeder hose assembly (shown in 32-40-05) for each set of brakes; connect the bleeder hose
assemblies to the bleeder hose adapters.
(4) Connect an extension line to each bleeder hose assembly and place the ends of the extension
lines in a clean receptacle to collect the brake fluid overflow.
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(5) Apply a constant pressure of approximately 15 pounds to the pressure pot. Open the pressure
pot control valve.
(6) Bleed the system until all the draining fluid is free of air bubbles.
(7) Close the pressure pot control valve.
(8) Remove the pressure pot pressure line from the reservoir. Connect the pressure equalization
line to the reservoir, and install the shield around the reservoir.
(9) Remove the extension lines from the bleeder hose assemblies.
(10) Remove the cap from the hydraulic fluid reservoir and add hydraulic fluid (2, Table 2, 32-00-00)
(11) Connect 25 feet of tygon tubing with an inline filter to the bleeder hose assembly of the LH
(12) Connect an external power supply to the airplane and adjust the voltage to 28 ± 0.25 volts.
normalize.
OFF position.
normalize.
(17) Apply light pressure to the pilot's right brake pedal and hold. Allow the antiskid system brake
OFF position.
(21) With the antiskid brake control switch in the OFF position, check the brakes for proper operation.
on both brakes.
F. Functional Check
This functional check verifies proper operation of the total antiskid system including all components,
plumbing, control and associated wiring. This procedure is to be used whenever major antiskid
system components have been replaced, or when faulty system operation is suspected, or at
specified intervals.
Not covered in this check is the mechanical coupling of the hubcap and drive clip to the wheel speed
transducer. This must be visually checked during installation of the hubcaps.
NOTE: The hydraulic brake system must be thoroughly bled before performing this procedure.
Bleed the brake system as outlined under the heading ANTISKID BRAKE SYSTEM
BLEEDING.
(1) Remove all main landing gear hubcaps.

(2) Place the parking brake to OFF and chock the LH and RH main landing gear wheels.
(3) Install 0 to 1000 psi pressure gages in the brake bleed ports.
(4) Connect ground power and set the MASTER SWITCH to ON.
(5) Place the ANTISKID switch to ON and set the ANTISKID circuit breaker.
(6) Apply full brake pressure and hold until the functional check is complete. All brake pressures
shall be 100 to 300 psi.
(7) Momentarily select the ANTISKID switch to the OFF position. The change in brake pressure
should not be more than approximately 50 psi. Reset the switch to the ON position.
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(8) Fabricate a transducer drive fixture (Ref. Figure 202 or 203). Using a hand held drill with a 1000
to 2000 rpm range, spin the LH outboard wheel speed transducer at a constant 1000 to 2000
rpm.
(9) Abruptly stop rotation of the transducer and note the immediate drop in pressure at all brakes
followed by a gradual pressure increase (smooth return to original pressure) within 10 to 20
seconds. (The time is not critical.)
(10) Spin the LH inboard wheel speed transducer at a constant 1000 to 2000 rpm.
(12) Spin the RH outboard wheel speed transducer at a constant 1000 to 2000 rpm.
(14) Spin the RH inboard wheel speed transducer at a constant 1000 to 2000 rpm.
followed by a gradual pressure increase; smooth return to original pressure within 10 to 20
seconds, the time is not critical.
(16) Remove the pressure gages.
(17) Install the hubcaps so that the transducer drive clips properly engage the wheel speed transducer
couplings.
2. Antiskid Brake System Filter

A. Removal
(1) Remove the cover from the antiskid brake box assembly located at top of the nose gear wheel
well (Ref. Figure 201).
(2) Clean the outside of the filter housing with solvent (5, Table 2, 32-00-00).
(3) Unscrew the filter housing.
B. Installation
(1) Clean the inside of the filter housing with solvent (5, Table 2, 32-00-00) (Ref. Figure 201).
(2) Lube the packing of the new filter element with hydraulic fluid (2, Table 2, 32-00-00).
(3) Install the new filter element in the filter housing.
(4) Lube the packing of the filter housing with hydraulic fluid (2, Table 2, 32-00-00).
(5) Install a new packing on the filter housing.
(6) Install the filter housing.
(7) Turn aircraft master switch and antiskid switch to on.
(8) Pump brake pedals 15 to 20 times.
(9) Turn aircraft master switch and antiskid switch to off.
(10) Verify there are no leaks at the filter housing.
(11) Install the cover on the antiskid brake box assembly.
3. Antiskid Brake System Accumulator

A. Removal
(1) Turn the master switch ON, turn the antiskid switch OFF, ensure that the parking brake is
off, remove the reservoir cap and depress the brake pedals 15 to 20 times to deplete the
accumulator.
(2) Turn the master switch to OFF and disconnect the battery.
(3) Remove 12 screws and two bolts from the antiskid accumulator cover and remove the cover
assembly.
(4) Slowly open the schrader valve to deplete the air side of the accumulator.
(5) Disconnect the lines to the accumulator and cap all hydraulic lines to prevent contamination.
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(6) Remove the two screws from the adel clamps holding the accumulator and remove the
accumulator.
B. Installation
(1) Position accumulator into the two adel mount clamps and secure with two screws.
(2) Remove the protective caps from the hydraulic lines and install the lines to the accumulator.
(3) Service the accumulator with nitrogen to 600 ± 100 psi.
(4) Perform the antiskid Functional Check (Ref. Pressure Check).
(5) After completion of test, ensure that there are no leaks at the accumulator.
(6) Install the antiskid accumulator cover with 12 screws and two bolts.
C. Pressure Check
NOTE: Do not check accumulator pressure immediately after operating the antiskid system.
Pressure build-up in the system may inhibit accurate accumulator pre-charge readings.
(1) Turn the master switch ON.

(2) Turn the antiskid switch OFF.
(3) Ensure that the parking brake is off.
(4) Remove the reservoir cap.
(5) Press the brake pedal 15 to 20 times to deplete the accumulator charge.
(6) Visually check the accumulator pressure indicator gage.
(7) Install the reservoir cap.
NOTE: Accumulator precharge pressure should be 600 ± 100 psi.
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Transducer Drive Fixture

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Transducer Drive Fixture

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ANTISKID BRAKE SYSTEM SOLENOID VALVE - MAINTENANCE PRACTICES
1. Antiskid Brake System Solenoid Valve

A. Removal
The solenoid valve is located on top of the anti-skid box assembly, which must be removed to gain
access to the valve (Ref. Figure 201).
accumulator.
(2) Remove all electrical power to the airplane and disconnect the battery.
(3) Working in the nose gear wheel well, remove the screws securing the cover to the anti-skid box.
(4) Remove the hydraulic line/accumulator cover.
(5) Slowly open the schrader valve on the accumulator to deplete the air.
(6) Drain the hydraulic fluid from the system by loosening the tee caps from the two lower tubes
under the pump motor.
CAUTION: As hydraulic lines are disconnected, immediately plug or cap the

openings to prevent entry of foreign material into the lines or valve.
(7) Disconnect the tubes connected to the anti-skid box as required for box removal. Cap the ends
of the open lines as they are disconnected.
(8) Disconnect the electrical connector to the box.
(9) Remove the bolts securing the box assembly to the airplane and remove the box assembly.
(10) Disconnect the electrical connector to the solenoid valve.
(11) Disconnect the hydraulic lines connected to the solenoid valve.
(12) Remove the two bolts attaching the solenoid valve to the antiskid brake box assembly.
B. Installation
(1) Install the two bolts securing the solenoid valve to the anti-skid box assembly (Ref. Figure 201).
(2) Remove the caps and plugs and connect the hydraulic lines to the solenoid valve.
(3) Connect the electrical connector to the solenoid valve.
(4) Secure the box assembly to the airplane with the attaching bolts.
(5) Remove the caps and connect the tubes to the anti-skid box assembly.
(6) Connect the electrical connector to the box.
(7) Fill the brake fluid reservoir and bleed the system as instructed in 32-41-00.
(8) Service the accumulator (Ref. 32-41-00, PRESSURE CHECK).
(10) Perform Antiskid Functional Check (Ref. 32-41-00, Step f.).
(11) After completion of test, ensure that there are no leaks at all hydraulic lines that were disturbed.
(12) Install the hydraulic line/accumulator cover.
(13) Replace the cover on the anti-skid box assembly with the attaching screws.
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Antiskid Brake System Solenoid Valve

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ANTISKID BRAKE SYSTEM POWER BRAKE VALVE - MAINTENANCE PRACTICES
1. Antiskid Brake System Power Brake Valve

A. Removal
on level ground with the wheels chocked.
accumulator.
(2) Remove the hydraulic line/accumulator access cover.
(5) Working in the nose gear wheel well, remove the cover from the antiskid brake box assembly
(Ref. Figure 201).
(6) Disconnect the electrical wiring from the power brake valve from TB2.
lines or valve.
(7) Disconnect the hydraulic lines from the power brake valve.
(8) Remove the three bolts securing the power brake valve to the antiskid brake box assembly.
B. Installation
(1) Position the power brake valve in the antiskid brake box assembly. Secure the power brake
valve to the antiskid box with the three attaching bolts (Ref. Figure 201).
(2) Remove the caps and plugs and connect the hydraulic lines to the power brake valve.
(3) Connect the electrical wiring from the power brake valve to TB2 (Ref. WDM 32-42-02).
(4) Service the accumulator (Ref. PRESSURE CHECK).
(5) Install the hydraulic line/accumulator access cover.
(7) Refill the brake fluid reservoir and bleed the system as instructed in this section.
NOTE: If power steering is installed, bleed the power steering system (Ref. 32-52-00).
(8) Perform Antiskid Functional Check (Ref. 32-41-00).

(9) Install the lower cover removed from the antiskid box assembly.
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Antiskid Brake System Power Brake Valve

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ANTISKID BRAKE SYSTEM PUMP AND MOTOR - MAINTENANCE PRACTICES
1. Antiskid Brake System Pump and Motor

A. Removal
accumulator.
(2) Remove the hydraulic line/accumulator access cover.
(5) Working in the nose gear wheel well, remove the cover from the antiskid brake box assembly
(Ref. Figure 201).
(6) Disconnect the electrical wiring to the motor.
lines or valve.
(7) Disconnect the hydraulic lines connected to the pump.
(8) Remove the bolts attaching the pump and motor to the antiskid brake box assembly.
B. Installation
(1) Position the pump and motor in the antiskid brake box assembly. Secure the pump and motor
to the box with the attaching bolts (Ref. Figure 201).
(2) Remove the caps and plugs and connect the hydraulic lines to the antiskid brake system pump.
(3) Connect the electrical wiring to the motor.
(4) Service the accumulator (Ref. PRESSURE CHECK).
(5) Install the hydraulic line/accumulator access cover.
(7) Refill the brake fluid reservoir and bleed the system as instructed in this section.
NOTE: If power steering is installed, bleed the power steering system (Ref. 32-52-00).
(8) Select the master switch to ON, select the antiskid switch to ON. Pump the brake pedals for 15
to 20 times. Select the antiskid and master switches to OFF.
(9) Verify that there are no leaks.
(10) Install the cover on the antiskid brake box assembly.
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Antiskid Brake System Pump and Motor

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ANTISKID BRAKE SYSTEM WHEEL-SPEED TRANSDUCER - MAINTENANCE PRACTICES
1. Antiskid Brake System Wheel-Speed Transducer

A. Removal
NOTE: This procedure is typical for the right and left components.
(1) Remove electrical power to the airplane and disconnect the battery.
(2) Remove three screws (8) securing the hubcap (7) to the wheel and remove the hubcap (7) (Ref.
Figure 201).
axle threads.
(3) Remove two lock screws (1) and two washers (2) from the landing gear axle .
(4) Slide the wheel-speed transducer (5) out far enough from axle to access mating electrical
connector (3).
(5) Disconnect electrical connector (3) from wheel-speed transducer (5) and remove wheel-speed
transducer.
B. Installation
(1) Connect electrical connector (3) to wheel-speed transducer (5) (Ref. Figure 201).
(2) Carefully pull wiring between the two wheels out of the gear socket while positioning wheel speed
transducer (5) into position in the axle.
(3) Align the holes in rim of the wheel speed transducer (5) with mounting holes in axle.
CAUTION: Do not allow the axle nut and lock screws (1) to contact the wheel-
speed transducer tang (6) and inhibit transducer rotation.Verify that
proper screws are used which do not protrude beyond the ID of the
transducer. This could cause interference with the normal rotation
of the hubcap spring drive clip (9).
(4) Apply coat of Loctite #222 onto threads of lock screws (1) and install two lock screws (1) and
two washers (2) into axle and wheel-speed transducer (5).
(5) Connect the battery and restore electrical power to the airplane. Perform ANTISKID SYSTEM
FUNCTIONAL CHECK procedure in 32-41-00.
CAUTION: Ensure transducer drive clip is properly engaged with coupling

during hubcap installation. Maximum drive clip gap is 0.20 in. prior
to installation.
(6) Align hubcap spring drive clip (9) with wheel-speed transducer tang (6) and install hubcap (7).
(7) Install three screws (8) through hubcap (7) and secure to wheel, safety wire screws.
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Antiskid Brake System Wheel-Speed Transducer

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BRAKE DEICE SYSTEM - DESCRIPTION AND OPERATION
1. General

jacks.
A. Description
(1) The heated air for brake deicing is supplied by bleeding air from the compressor of each engine.
The brake deicer is plumbed into the bleed air system that provides air for surface deice and
instrument vacuum operation. The engine bleed air line is routed near the center of each nacelle
to a solenoid-operated firewall shutoff valve in each main gear wheel well. From the shutoff
valve, bleed air is routed through a hose secured to the aft side of the landing gear strut and
down to a distributor manifold attached to each brake assembly. The bleed air is directed to the
brake for each wheel through orifices around the circumference of each ring of the distributor
manifold (Ref Figure 1 and Figure 2).
(2) The brake deice system is controlled by a toggle switch (placarded BRAKE DEICE/OFF)
mounted on the pilot's inboard subpanel. When this switch is in the BRAKE DEICE position,
power from the airplane electrical system is supplied through a 5-ampere circuit breaker in the
center aisle circuit breaker panel to the brake deice control module assembly, located under the
center aisle floorboard (143ATC) (Ref. Chapter 06-50-00). Current is then supplied from this
point to open the solenoid shutoff valves on the aft side of the firewall in the main gear wheel
wells, allowing the hot bleed air to enter the distributor manifold for diffusion through the orifices
to deice the brakes. A switch, which is part of the solenoid shutoff valve, provides a signal to
light the green L BK DEICE ON and R BK DEICE ON annunciators in the CAUTION/ADVISORY
panel when the shutoff valve is open. If the airplane is flown without the brake deice switch
having been turned to OFF, a circuit is completed through the brake deice control module relay
to a timing circuit in the brake deice control module. The timing circuit will close the shutoff
valves after 10 minutes of operation, shutting off the flow of bleed air to the brakes so that
adjacent components will incur no damage through overheating. If it is desired to turn the brake
deice system back on, the landing gear must be lowered and the switch cycled OFF, then ON,
before the system will operate.
(3) Additional protection against damage from overheating of the brake deice system is provided
by the brake deice overtemp warning system. In this system low pressure plumbing lines are
routed from the engine bleed air distributor manifold beneath the cabin floorboards into each
wheel well, where the lines are terminated in soft plastic tubing plugged at the end to contain
pressure. The soft plastic tubing is routed in close proximity to the main engine bleed air lines
which provide hot air to deice the brakes. If overheating of the brake deice system occurs, the
soft plastic lines will melt, thus relieving the pressure in the warning system lines. As pressure
is relieved, a pressure switch, which is tapped off of the soft plastic line in each wheel well, will
activate yellow L BK DI OVHT and/or R BK DI OVHT annunciators in the CAUTION/ADVISORY
panel, thereby warning the operator that the brake deice system must be turned OFF.
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Brake Deice System

Figure 1 (Sheet 1)
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Brake Deice System Schematic (System ON)

Figure 2 (Sheet 1)
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BRAKE DEICE SYSTEM - MAINTENANCE PRACTICES
1. Brake Deice Distributor Manifold

A. Removal
(1) Remove the main landing gear wheels (Ref. 32-40-01).
(2) Disconnect the brake hydraulic line (1) from the inlet swivel fitting (2) and immediately cap the
line and fitting (Ref. Figure 201).
(3) Disconnect the bleed air deice hose (6) from the fitting (17) on the outboard distributor manifold
(9).
(4) Remove the bolts (14) and self-locking nuts (19) attaching the brake assembly (12) to the
outboard manifold support (10).
(5) Remove the bolts (13), washers, and nuts securing the outboard brake assembly (12) to the
inboard brake assembly (7).
(6) Remove the brake assembly (12) from the landing gear axle while being careful not to drop or
damage the inlet swivel fitting (2).
(7) Remove the bolts (11), washers, and nuts securing the outboard distributor manifold (9) to the
outboard manifold support (10).
(8) Remove the outboard distributor manifold (9) from the fitting (17). Catch the washer (16) as the
fitting and outboard distributor manifold (9) are separated.
B. Installation
NOTE: Ascertain that the orifices in the distributor manifolds (9 and 18) are clean and
unobstructed prior to installation of the manifold (Ref. Figure 201).
(1) Place a washer (16) on the inboard distributor manifold (18) against a new cotter pin (15). Install
the fitting (17) into the inboard distributor manifold (18).
(2) Place a washer (16) on the outboard distributor manifold against a new cotter pin (15).
(3) Install the outboard distributor manifold (9) on the fitting (17).
(4) Attach the inboard or outboard manifold support (8 or 10) to the outboard or inboard distributor
manifold (9 or 18) with the attaching bolts (11) and nuts.
(5) Attach the brake assembly (12) to the inboard or outboard manifold support (8 or 10) with the
attaching bolts (14) and self-locking nuts (19). At the time of installation, lubricate the bolt and
nut threads and the load bearing surfaces of the bolts and nuts with antiseize compound (7,
Table 2, 32-00-00). Torque the self-locking nuts (19) to 300 inch-pounds.
NOTE: If the inlet adapters (5) are replaced, use new packings (3).
(6) Lubricate the new packings (4) with hydraulic fluid (2, Table 2, 32-00-00) and install the packings
in the grooves in the inlet swivel fitting (2). Lightly lubricate the surfaces next to the grooves.
(7) Install the inlet swivel fitting on the inlet adapter (5) of the inboard brake assembly, being careful
not to displace or damage the packing (4).
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(8) Position the inboard or outboard brake assembly (7 or 12) on the axle. Apply a thin coat of wheel
bearing grease (4, Table 2, 32-00-00) to the inside diameter of the brake housing and on the
axle at assembly. Carefully mate the inlet adapter (5) on the outboard brake with the inlet swivel
fitting (2), being careful not to displace or damage the packing (4).
(9) Ascertain that both brake assemblies are correctly seated on the strut and axle and that the inlet
swivel fitting (2) swivels freely.
(10) Secure the brake assemblies together with the attaching bolts (13), washers, and nuts; install
one washer under each bolt head and one washer under each nut. At the time of installation,
lubricate the bolt and nut threads and the load bearing surfaces of the bolts, washers, and nuts
with antiseize compound (7, Table 2, 32-00-00). Torque the self-locking nuts to 120 inch-pounds.
(11) Connect the hydraulic brake fluid line (1) to the inlet swivel fitting (2).
(12) Connect the bleed air deice hose (6) to the distributor manifold.
(13) Install the main landing gear wheels (Ref. 32-40-01).
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Brake Deice Distributor Manifold

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BRAKE DEICE SHUTOFF VALVE - MAINTENANCE PRACTICES
1. Brake Deice Shutoff Valve

A. Removal
(2) Working inside the main gear wheel well, disconnect the electrical wiring to the shutoff valve (3)
solenoid and to the annunciator light switch (Ref. Figure 201). Tag and identify the wires.
NOTE: When removing the bleed air tubes and the shutoff valve, do not disturb (break the
torque paint) on the inlet and outlet fittings (4 and 9) installed in the shutoff valve (3).
(3) Remove the inlet tube (5) from the shutoff valve (3) and the bleed air duct forward of the firewall.
(4) Remove the outlet tube (8) from the shutoff valve (3).
(5) Remove the screw (1), spacer (7) and washer (2) attaching the clamp (6) securing the shutoff
valve (3) to the firewall and remove the shutoff valve from the firewall.
(6) Remove the clamp (6) from the shutoff valve (3).
B. Installation
(1) Place the clamp (6) around the shutoff valve (3) (Ref. Figure 201).
(2) Install the shutoff valve (3) on the firewall and secure the shutoff valve to the firewall with the
clamp (6), spacer (7), washer (2) and screw (1).
NOTE: When installing the bleed air tubes and the shutoff valve, do not disturb (break the
torque paint) on the inlet and outlet fittings (4 and 9) installed in the shutoff valve (3).
(3) Install the inlet tube (5) between the shutoff valve (3) and the bleed air duct forward of the firewall.
(4) Connect the outlet tube (8) to the shutoff valve (3).
(5) Connect the electrical wiring to the shutoff valve (3) solenoid and to the annunciator light switch.
2. Brake Deice System

A. Pressure Test and Functional Test
Any time maintenance or replacement of components in the system is performed, the system must
be pressure and/or functionally tested as follows:
(1) Pressure test all plumbing connections, unions, lines, etc. from the solenoid-operated shutoff
valve to the manifold on each main landing gear.
(2) Disconnect the deice plumbing at the wheel deice manifold and cap the line.
(3) Disconnect the line from the engine to the solenoid-operated shutoff valve at the valve.
(4) Connect an air supply regulated at 80 psi to the shutoff valve.
CAUTION: Leave the weight of the airplane on the wheels when the battery
master switch is turned ON.
(5) Turn the battery master switch, bus tie switch, and brake deice switch ON.
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Brake Deice Shutoff Valve

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(6) Apply a leak check solution (mild detergent and water) to the connections and fittings.
(7) No leaks are allowed, except a minute leak in the valve.
(8) Turn the brake deice switch OFF and ON to determine if the solenoid is functioning properly.
(9) Turn the brake deice, bus tie, and battery master switches OFF.
(10) Let the pressure drop to zero, remove the air supply and connect the engine bleed air line to the
solenoid-operated shutoff valve.
(11) Remove the cap from the line at the brake deice manifold and connect the line to the manifold.
B. Overtemperature Warning Functional Test
(1) Gain access to the bleed air manifold under the center aisle floorboard (163ATC) (Ref. Chapter
06-50-00) forward of the main spar.
(2) Disconnect one of the brake deice warning lines from the manifold and connect an air supply
regulated to 30 ± 2 psi to the warning line.
(3) Turn off the air, thereby trapping the 30 psi in the line. There must be no loss of pressure in 2
minutes.
CAUTION: Leave the weight of the airplane on the wheels when the battery
master switch is turned ON.
(4) Turn ON the battery master, bus tie, brake deice switches.
(5) The green L BK DI ON or R BK DI ON annunciator in the CAUTION/ADVISORY panel will
illuminate.
(6) Allow the pressure to bleed off. The yellow L BK OVHT or R BK OVHT annunciator in the
CAUTION/ADVISORY panel will illuminate when the pressure drops to 1.5 ± 0.5 psi.
(7) Turn OFF the battery master, bus tie, and brake deice switches.
(8) Disconnect the air supply and connect the warning line to the manifold.
(9) Repeat Steps (1) through (8) on the other warning line.
(10) Install the center aisle floorboard (163ATC) (Ref. Chapter 06-50-00) forward of the main spar
and any other items removed for this check.
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MECHANICAL STEERING - DESCRIPTION AND OPERATION
1. General


enclosed building or hanger. In the interest of safety, should it become
airplane.
A. The nose wheel steering mechanism is mounted on the left side of the nose wheel well. It provides
direct linkage to the rudder pedals, allowing the nose wheel to be turned 15° to the left of center and 15°
to the right. A spring mechanism in the steering linkage dampens the transmission of excessive shock
loads to the rudder pedals and permits tow bar or braked steering angles greater than that provided
by the rudder pedal system. A straightener bracket on the airplane structure and the straightener
guide on the steering bellcrank automatically centers the nose gear wheel when the landing gear is
extended or retracted.
B. To remove the steering action from the rudder pedals when the airplane is in flight, a steering
disconnect actuator, disconnect link and disconnect cam are incorporated into the steering
mechanism. The aft end of the disconnect link is connected to the disconnect cam with a bearing
that travels in a slot in the cam. The actuator, which is attached to the disconnect link, moves the
bearing up and down in the slot as the actuator is extended and retracted. Switches in the actuator
limit the travel of the actuator. Power for the electric disconnect actuator is drawn from a 5-ampere
NOSE GEAR STEER circuit breaker located on the center aisle circuit breaker panel. When the
weight is removed from the left main gear strut, the safety switch is actuated to complete a circuit to
the extend circuit of the actuator. As the actuator is extended, the aft end of the steering disconnect
link follows the slot in the disconnect cam, rendering the steering mechanism unaffected by the
rudder pedals. When weight is placed on the left landing gear strut, the safety switch is actuated
to complete a circuit to the actuator retract circuit. As the actuator is retracted, the aft end of the
steering disconnect link follows the slot in the disconnect cam, making the nose wheel steering
operable through the rudder pedals.
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MECHANICAL STEERING - MAINTENANCE PRACTICES
1. Mechanical Steering Mechanism
WARNING: When performing maintenance on a hydraulically-operated landing

A. Removal
(1) Remove the aft steering link (20) as follows (Ref. Figure 201):
(a) Remove the cotter pin, nut, washers and bolt attaching the forward end of the aft steering
link (20) to the steering disconnect cam (16).
(b) Remove the studs (22) securing the boot (23) and boot retaining ring (24) to the aft wheel
well panel.
(c) Remove the cotter pin, nut, washers and bolt attaching the aft end of the aft steering link
(20) to the steering torque arm (21).
(2) Remove the steering disconnect link (14) as follows:
(a) Remove the cotter pin, nut, washers (13), spacers (12) and bolt attaching the steering
disconnect actuator (11) to the steering disconnect link.
(b) Remove the cotter pin, nut, washer, bearing (15) and bolt attaching the aft end of the
steering disconnect link (14) to the steering disconnect cam (16).
(c) Remove the cotter pin, nut, washer and bolt attaching the forward end of the steering
disconnect link (14) to the idler assembly (10).
(3) Remove the forward steering link (9 or 9A) as follows:
(a) Remove the cotter pin, nut, washer and bolt attaching the aft end of the forward steering
link (9 or 9A) to the idler assembly (10).
(b) Remove the nut, washer and bolt attaching the forward end of the forward steering link (9
or 9A) to the steering bellcrank (5).
(4) Remove the steering disconnect cam (16) as follows:
(a) Remove the nuts, washer and bolts securing the steering disconnect cam support
assembly (18) to the left wheel well keel. To gain access to the nuts, remove the nose
baggage compartment floor.
(b) Remove the cotter pin, nut, washers (19), grip bushing (17) and bolt attaching the steering
disconnect cam (16) to the disconnect cam support assembly (18).
(5) Remove the idler assembly (10) as follows:
(a) Remove the nut, washers, grip bushing and bolt attaching the idler assembly (10) to the
left wheel well keel. The nut is accessible through the nose baggage compartment floor.
(6) Remove the shimmy damper (8) as follows:
(a) Remove the nut, washer and bolt attaching the shimmy damper piston rod end to the
steering bell crank (5).
(b) Remove the nut, washer, grip bushing and bolt attaching the shimmy damper (8) to the
right nose wheel well keel.
(7) Remove the steering bellcrank (5) as follows:
(a) Remove the cotter pin, nut, washers (6), grip bushing (7) and bolt attaching the steering
bellcrank (5) to the nose gear assembly.
(b) Remove the straightener guide (4) from the bellcrank (5) by removal of the two attaching
nuts, washers and bolts.
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B. Installation
(1) Install the steering bellcrank (5) as follows (Ref. Figure 201):
(a) If removed, install the straightener guide (4) on the bellcrank with the attaching bolts, nuts
and washers.
(b) Attach the bellcrank (5) to the nose gear assembly with the bolt, grip bushing (7), washers
(6) and nut. Install up to a maximum of three 100951-X-032-XH washers (6) to provide
0.09-inch clearance between the bellcrank and the straightener bracket (3) when the nose
wheel is rotated as far as possible to the left and to the right.
(2) Install the shimmy damper (8) as follows:
(a) Secure the shimmy damper (8) to the right nose wheel well keel with the attaching nut,
washers, bushing and bolt.
(b) Attach the shimmy damper piston rod end to the steering bellcrank with the attaching bolt,
washer and nut.
(3) Install the idler assembly (10) as follows:
(a) Install the idler assembly (10) on the left nose wheel well keel with the attaching bolt, grip
bushing, washers and nut. Remove the baggage compartment floor to install the nut.
(4) Install the steering disconnect cam (16) as follows:
(a) Attach the steering disconnect cam to the disconnect cam support assembly (18) with the
bolt, grip bushing (17), washers (19) and nut. Install the AN960-516L and/or AN960-516
washers (19) under the nut as required to obtain 0.01 to 0.04-inch protrusion of the grip
bushing (17) through the washers (19).
(b) Secure the cam support assembly (18) to the left nose wheel well keel with the four bolts,
washers and nuts. Remove the nose baggage compartment floor to install the nuts on the
bolts.
(5) Install the forward steering link (9 or 9A) as follows:
(a) Install the bolt, washer and nut attaching the forward end of the forward steering link (9 or
9A) to the steering bell crank (5).
(b) Install the bolt, washer and nut attaching the aft end of the forward steering link to the
bottom hole in the idler assembly (10). Install a new cotter pin in the nut and bolt.
NOTE: The aft end of the forward link is swaged.
(6) Install the steering disconnect link (14) as follows:

(a) Connect the forward end of the steering disconnect link (14) to the upper hole in the idler
assembly (10) with the attaching bolt, washer and nut. Install a new cotter pin in the bolt
and nut.
(b) Connect the aft end of the steering disconnect link (14) to the steering disconnect cam
(16) with the bearing, bolt, washer and nut. Ensure the washer and nut are installed on the
inboard side of the steering disconnect link. The bearing is installed in the groove of the
steering disconnect cam (16). Install a new cotter pin in the nut.
(c) Attach the disconnect actuator (11) to the steering disconnect link (14) with the bolt, spacers
(12), washers (13) and nut. To center the actuator clevis to the steering disconnect link,
install AN960-416 or AN960-416L washers (13) as required between the spacers (12) and
the actuator clevis until a maximum allowed end play of 0.03 inch is obtained. A minimum
of one washer must be placed on each side of the steering disconnect cam clevis. Install
a new cotter pin in the bolt and nut.
(7) Install the aft steering link (20) as follows:
(a) Install the bolt, washers and nut attaching the aft end of the aft steering link (20) to the
steering torque arm (21). Install a new cotter pin in the bolt and nut.
(b) Install the studs (22) attaching the boot (23) and boot retaining ring (24) to the aft wheel
well panel.
(c) Attach the forward end of the aft steering link (20) to the steering disconnect cam (16) with
the bolt, washers and nut. Install a new cotter pin in the bolt and nut.
2. Forward Steering Link Boot

A. Removal
(1) Refer to MECHANICAL STEERING MECHANISM REMOVAL procedure, Step (3), to remove
the forward steering link.
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(2) Remove clamps (25) holding boot (26) onto the forward steering link (9A) and slide the boot off
one end of the steering link (Ref. Figure 201).
B. Installation
(1) Ensure spring (27) is liberally lubricated with grease (1, Table 2, 32-00-00) and slide boot (26)
over the steering link (9A) and spring (27) (Ref. Figure 201).
(2) Adjust the boot ends (26) to seal on the collars (28) and install clamps (25).
(3) Refer to Step (5) of MECHANICAL STEERING MECHANISM INSTALLATION procedure, to
install the forward steering link.
(4) Perform MECHANICAL STEERING NOSE GEAR CENTERING ADJUSTMENT procedure.
C. (With Boot) Inspection
Inspect and lubricate the forward steering link at the interval specified in Chapter 5-20-06.
(1) Perform FORWARD STEERING LINK BOOT REMOVAL procedure.
(2) Inspect boot (26) for cracks, cuts and excessive wear and replace if damaged (Ref. Figure 201).
(3) Clean the spring (27) and forward steering link (9A) with solvent (5, Table 2, 32-00-00), visually
inspect and replace worn or damaged parts.
(4) If complete disassembly is required, remove spring pins (29), remove collars (28), remove spring
(27), loosen jam nuts (30) and unscrew rod ends (31). Assemble in reverse order.
(5) Perform FORWARD STEERING LINK BOOT INSTALLATION procedure.
3. Mechanical Steering Nose Gear Centering

A. Adjustment
(1) With the airplane on jacks (Ref. Chapter 7-10-00), connect an external power supply to the
airplane and adjust the voltage to 28 ± 0.25 volts.
(2) Check the three steering links (3, 4 and 5) for the following dimensions: aft steering link (5),
12.54 inches; steering disconnect link (4), 18.00 inches; forward steering link (3), 29.95 inches
(Ref. Figure 202). Adjust the link lengths, if necessary, by rotating each rod end in or out as
required to obtain the correct length between the centers of the holes in the rod ends of the
respective links.
(3) With the rudder pedals in the neutral position and the steering disconnect actuator in the
extended position, slowly retract the landing gear and observe the straightener roller (2) on
the landing gear as it makes contact with the straightener bracket (1) mounted on the airplane
structure. During the retraction of gear, the straightener roller travels into the center slot of the
straightener bracket without contacting the arm of the straightener bracket. Adjust the length
of the forward steering link (3) as required to center the roller in the straightener bracket. If the
roller cannot be completely centered as stated in this Step, proceed to Step (4). If complete
centering is accomplished by adjusting the forward steering link, proceed to Step (5).
(4) With the rudder pedals in the neutral position and the steering disconnect actuator in the retracted
position, slowly retract the landing gear and observe the straightener roller (2) on the landing
gear as it makes contact with the straightener bracket (1) on the airplane structure. During the
retraction of gear, the straightener roller travels into the center slot of the straightener bracket
without contacting the ramp portion of the bracket. Adjust the length of the aft steering link (5)
as required to center the roller in the straightener bracket.
(5) Disconnect the external power supply and remove the airplane from the jacks (Ref. Chapter
7-10-00).
4. Mechanical Steering Nose Gear Stop

A. Removal
(1) Remove cotter pins (1), nuts (2), washers (3) and bolts (4) securing the steering stop (6) to the
nose gear brace (Ref. Figure 203).
(2) Remove the steering stop (6) and shims (5).
B. Installation
(1) Position the steering stop (6) and shims (5) between the nose gear brace lugs (Ref. Figure 203).
NOTE: Install shims (5) as required on each side to center the steering stop and maintain a
total clearance of 0.000 to 0.002-inch between stop and brace.
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(2) Attach the steering stop (6) to the nose gear brace with bolts (4), washers (3), nuts (2) and
cotter pins(1). Tighten nut and bolt assembly snug (finger tight) using a minimum of one washer
to allow installation of cotter pin.
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Mechanical Steering Mechanism

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Nose Gear Centering Adjustment

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Nose Gear Steering Stop

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MECHANICAL STEERING DISCONNECT ACTUATOR - MAINTENANCE PRACTICES
1. Mechanical Steering Disconnect Actuator

A. Removal
(2) Disconnect the actuator wiring at the receptacle plug located in the left wheel well keel.
(3) Remove the nut, washers, spacers, and bolt attaching the disconnect actuator (3) to the
disconnect link (6) (Ref. Figure 201).
(4) Remove the bolt, nut, and washers that attach the actuator to the actuator support bracket (1)
and remove the actuator.
B. Installation
(1) Position the actuator and install the bolt, washers, and nut that attach the actuator to the actuator
support bracket (Ref. Figure 201). Center the actuator with the actuator support bracket by
installing AN960-10 or AN960-10L washers (2), as required, between the support bracket (1)
and the actuator. A minimum of one washer must be placed on each side of the actuator support
bracket. The maximum allowed end play in this joint is 0.03 inch.
(2) Attach the disconnect actuator to the disconnect link (6) with the bolt, spacers, washers and nut.
To center the actuator clevis to the disconnect link, install AN960-416 or AN960-416L washers
(5) as required between the spacers (4) and the actuator clevis. A minimum of one washer must
be placed on each side of the clevis. The maximum allowed end play in this joint is 0.03 inch.
(3) Connect the actuator wiring at the receptacle plug located in the left wheel well keel.
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Mechanical Steering Disconnect Actuator

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POWER STEERING - DESCRIPTION AND OPERATION
1. General

jacks.
The power steering system has three modes: TAXI, PARK and caster. The TAXI mode provides ± 15°
steering and PARK mode provides ± 55° steering. Both are selected by the TAXI/PARK switch on the
pedestal. The caster mode is in effect when the system is OFF. Power lever disconnect switches and an
activate switch control when the two steering modes are operable. Three annunciators report system
status:
PWR STEER ENGA - power steering system is activated and ready.
PWR STEER FAIL - power steering system electrical failure or low hydraulic pressure.
MAN STEER FAIL - power steering system actuator has not returned to caster mode.
The power steering system hydraulic fluid reservoir is mounted on the right side of forward pressure
bulkhead. The reservoir sight gage displays the hydraulic fluid level. The hydraulic fluid is used by the
3,000 psig hydraulic pump and motor assembly located in the nose wheel well. A filter protects the
hydraulic fluid from contamination. Power for the pump motor is supplied through the power steering
motor relay and 30-ampere circuit breaker located in the left nacelle on the electrical power distribution
panel. The pressure switch detects low pressure and signals the power steering relay PCB. A pressure
switch and filter are located in the nose wheel well (Ref Figure 1, Figure 2 and Figure 3).
Two command potentiometers, mounted on the pilot's rudder pedal assembly (Ref Figure 101), transmit
the pilot's steering input to the power steering amplifier located under the copilots seat. The amplifier and
power steering relay PCB control the actuator. The amplifier compares potentiometer inputs and directs
actuator movements. The power steering relay PCB contains relay logic to activate the system with
respect to power lever position and landing gear positions. The power steering relay PCB also provides
signals to the fault detect PCB for the annunciator readouts on system operation.
The power steering actuator twists the nose gear strut right or left with respect to rudder pedal movement
(Ref Figure 103). The actuator consists of two pistons, a selector valve, servo valve, solenoid, response
restrictors, and a feedback potentiometer. The selector valve allows hydraulic fluid to move the pistons
or isolates the pistons. The servo valve directs hydraulic fluid pressure to each piston as required for
nosewheel movement. The actuator solenoid prevents the entry of the pressure fluid into the actuator until
it is energized. The response restrictors dampen the actuator movement. The feedback potentiometer
provides voltage feedback to the power steering amplifier which is recognized as nosewheel strut
movement.
A. Power Steering Amplifier
The power steering amplifier contains fault diagnostic circuits to aid in isolating system faults. The
fault diagnostic codes are shown in Figure 102 of the TROUBLESHOOTING PROCEDURES found
in this section.
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Command, feedback and logic circuits control the actuator and report status to the relay PCB. Inputs
from the command and feedback circuits are compared and as a result the actuator valves are
positioned to move the nose gear right or left. When an imbalance of approximately 10° TAXI mode
is sensed between the feedback potentiometer circuit and the command potentiometer circuit, the
amplifier will interrupt the relay PCB logic, and the system will be deactivated.
The power steering amplifier adjustable potentiometer, placarded CENTER, is used to center the nose
gear.
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Power Steering System

Figure 1 (Sheet 1)
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Power Steering Hydraulic Plumbing

Figure 2 (Sheet 1)
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MAINTENANCE MANUAL
Power Steering Actuator Components

Figure 3 (Sheet 1)
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POWER STEERING - TROUBLESHOOTING
1. Power Steering

jacks.
A. Power Steering Troubleshooting Notes
(1) Circuit breakers are to be CLOSED when checking voltages.
(2) Circuit breakers are to be OPEN and tagged when checking continuity.
(3) Once a malfunction is isolated to an individual printed circuit board, printed wiring board,
amplifier, or relay, replace that component, then continue.
(4) Check voltage or continuity across switches by opening and closing switches as required.
(5) If the power steering electrical system is down, check the relay and limiter on the left nacelle
electrical panel.
(6) Check solder joints for cold or open connections.
(7) Check connectors and plugs for proper grounding and bent or broken pins. Check ground and
shielded wires for secure ground.
B. Airplane Configuration for Power Steering Troubleshooting
Prior to troubleshooting the power steering system, place the airplane in the following configuration.
(1) Landing gear must be DOWN and LOCKED.
(2) Nose wheel jacked clear of the ground and safety pinned.
(3) Nose wheel located in the CENTER position.
(4) Rudder pedals in NEUTRAL with the rig pin installed.
(5) 28-vdc, 200-ampere auxiliary power supply connected to the airplane with power on.
(6) Engine power levers located at less than 90%.
(7) Main landing gear on the ground or squat switches bypassed. (Refer to the 1900D Airliner
Electrical Wiring Diagram Manual.)
C. Power Steering System Configuration for Troubleshooting
CAUTION: All power to the airplane must be off before disconnecting the printed
circuit board (PCB).
Two test boxes (7 and 8, Table 1, 32-00-00) are required to effectively troubleshoot the power steering
system. The test boxes are installed in series with the power steering amplifier and airplane wire
harness or between the power steering relay PCB and the airplane wire harness. Numbered test
jacks on each test box accommodate checking voltages, measuring continuity and jumping system
components.
Nose centering tools (9 and 10, Table 1, 32-00-00) are used to closely measure nosewheel movement.
(1) Disconnect connector P486 from the airplane's power steering amplifier and insert the amplifier
test box (7, Table 1, 32-00-00) in series between the amplifier and wiring plug P486 (Ref. Figure
101).
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CAUTION: All power to the airplane must be off and the battery disconnected
before removing the printed circuit board (PCB) from the rack.
(2) Disconnect wiring plug P489 from the airplane's power steering relay PCB and insert the power
steering relay PCB test box (8, Table 1, 32-00-00) in series between the relay PCB and P489
(Ref. Figure 102).
(4) Position the circuit breakers and switches as follows:
(a) CB 5 - NOSE GEAR STEER circuit breaker, located under the center aisle floorboard, in
the CLOSED position.
(b) ANN IND circuit breaker located in the right circuit breaker panel in the CLOSED position.
(c) CB 10 - power steering pump motor circuit breaker located in the left Nacelle in the
CLOSED position.
(d) Battery switch located on the Pilot's left subpanel in the ON position.
(e) GEN TIES switch located in the pilot's left subpanel in the MAN CLOSE position.
(f) Power steering POWER switch located on the pedestal in the ON position.
(g) The power switch on the test box (7, Table 1, 32-00-00) is in the OFF position.
(h) The power steering mode switch on the pedestal is in the OPERATE position.
D. Power Steering System Troubleshooting
To assist in determining the source of a system fault, the power steering amplifier is equipped with
fault diagnostics. In the event there is a system fault, the amplifier will display a fault code. Amplifiers
have a single digit alpha-numeric display to represent a diagnostic code. Refer to Figure 101 for the
fault code descriptions.
During the first two seconds after power-up the amplifier conducts a self test and the alpha-numeric
display will illuminate.
Disregard a 7 or 8 readout at power-up.
(1) Check the amplifier for a fault code (Ref. Figure 101).
(2) Place meter leads in test points 22 and 14 of the test box (7, Table 1, 32-00-00).
(3) Install the nose gear centering tools (9 and 10 Table 1, 32-00-00) on the nose landing gear.
(4) Move the power switch located on the test box (7, Table 1, 32-00-00) to the ON position and
note that the GREEN annunciator on the annunciator panel just above the control levers. Make
sure the PARK/TAXI mode switch is in the PARK position.
(5) Note the voltage between Pins 22 and 14 with the rudder pedals at the neutral position. Remove
the rig pin and move the rudder pedals to hard right and note the voltage. Return the pedals
to the neutral position and then move the rudder pedals to the hard left position and note the
voltage.
(a) If the neutral-to-right voltage difference is greater than the neutral-to-hard left, remove the
spring from the link connected between the rudder pedal and command potentiometer and
shorten the link.
(b) If the neutral-to-hard right voltage difference is less than the neutral-to-hard left voltage,
remove the spring from the link connected between the rudder pedal and the command
potentiometer and lengthen the link.
(6) When the neutral-to-hard left and neutral-to-hard right voltage difference is within 0.015 volts,
adjust the link to the next locking position. Adjust the spring clamp and reconnect the spring.
Position the barrel and install the safety clips.
(7) Open the power steering circuit breaker and check that the power steering fail annunciator is
illuminated.
(8) Close the power steering circuit breaker and press the power steering activation switch located
on the pedestal power lever. Listen for the power steering pump to start operating. Observe the
following lights:
(a) Power steering fail (PWR STEER FAIL) annunciator light extinguishes.
(b) Power steering engage (PWR STEER ENGA) annunciator light illuminates.
(c) Green hydraulic high pressure annunciator light illuminates.
NOTE: The nose wheel need not be at 0° after the following adjustment.
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(9) Reinstall the rudder pedal rig pin. Move the PARK/TAXI switch on the test box while observing
the nose gear. If the wheel jumps as the switch is moved from TAXI to PARK, adjust the bellcrank
potentiometer until minimal movement is obtained as the switch is switched between PARK and
TAXI.
NOTE: Always have the switch in PARK position during potentiometer adjustment.
(10) If the nose gear does not indicate 0° on the nose centering tool, adjust the nose gear centering
potentiometer on the power steering amplifier until the nose gear is at 0°.
(11) Remove the stop pins from the nose centering tool. Do not allow the actuator to travel until it
hits the stops.
(12) Move the mode switch on the test box or pedestal to the TAXI position. Move the rudder pedals
from hard left to hard right and note a travel of 15 ± 3° travel to the left and 15 ± 3° travel to the
right.
(13) Move the mode switch to the PARK position and observe a travel of 55 ± 5° when the rudder
pedals are moved from center to hard right and 55 ± 5° from center to hard left.
(14) Move the power switch to the OFF position and check the nose gear for a return to the center
position.
(15) Depress the power steering activation switch on the pedestal power lever and check that the
power steering hydraulic pump operates.
(16) Move the power levers and check the power steering pump for shut down as the power levers
pass 90% N1 setting.
NOTE: To configure the power steering system for troubleshooting, the power steering
amplifier test box (7, Table 1, 32-00-00) must be connected. Perform the Power
Steering System Troubleshooting procedure in this section. While performing the
actions specified in Table 101, refer to Figures 101, 102 and 103 in this section and
the 1900D Airliner Electrical Wiring Diagram Manual as necessary.
Table 101. POWER STEERING

1. 28 vdc not on Pin 27 of the a. Power steering POWER switch a. Place POWER switch in ON
amplifier test box. on the console is in OFF position. position.
b. NOSE GEAR STEER circuit b. Push circuit breaker in.
breaker is pulled out.
c. Move power steering test switch
to OPERATE position.
d. Connectors are loose. d. Check that connectors are firmly
in place and that the PCB plug is
in firmly.
e. Loss of continuity. e. Disable the system and turn
battery power off. Install the test
box (8, Table 1, 32-00-00) for the
power steering relay PCB.
1. Restore power and turn the
system ON.
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Table 101. POWER STEERING (continued)

2. Check for continuity from
P486-27 of the power steering
amplifier to P489-20 of the power
steering relay panel, from P489-3
to P322-5 of the pedestal switch
panel, from the test switch to the
power switch and from the power
switch to the circuit breaker.
Repair any open circuit.
2. Amplifier test box has 28 a. Fault code displayed. a. Repair per indicated fault code
vdc on Pin 27, 28 vdc on in Figure 101.
Pin 1 and 0 vdc on Pin 2.
b. Loose ground wire from b. Check ground wire continuity
P486-22 of the power steering and tightness.
signal amplifier.
3. Amplifier test box has 28 a. Loss of continuity from P489-1 a. Check continuity from P489-1
vdc on Pin 27, 0 vdc on to power switch of the power to down-position switch and from
Pin 1 and 0 vdc on Pin 2 steering relay panel. down-position switch to the power
and the power steering switch.
activation switch on the
pedestal control lever is
closed. The hydraulic
pump does not run.
b. Loss of continuity from P489-2 b. Check continuity from P489-2 to
to power switch. left squat switch and from the left
squat switch to the power switch.
Make sure the squat switch is
closed.
4. Amplifier test box has a. Loss of continuity. a. Check continuity between the
28 vdc on Pin 27, 0 vdc test switch and the activation
on Pin 1, 0 vdc on Pin switch.
2, and 0 vdc on Pin 23
with the power steering
activation switch closed.
The hydraulic pump does
not run.
5. Amplifier test box does not a. No continuity thru left squat a. Replace the left squat switch.
have 28 vdc on Pin 23 and switch when activated.
Pin 1.
b. No continuity thru power switch b. Replace the power switch.
in ON position.
6. Test box has 28 vdc on a. Break in the circuitry. a. Check the circuitry from Pin 2
Pin 1, 23 and 2. Power through the console back to Pin
steering pump does not 23 of the PCB. Repair any broken
run. wires.
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7. Power steering pump does a. Relay board fails to operate a. Replace the relay board.
not continue to run after properly.
release of the momentary
action switch. Has 28 vdc
on Pin 21 of the test box.
8. Power steering pump does a. Relay board fails to operate a. Replace the relay board.
not continue to run after properly.
action switch. Does not
have 28 vdc on Pin 21 or
Pin 14 of the test box.
9. Power steering pump does a. Throttle lever switches not set. a. Set the throttled lever switches.
not continue to run after
action switch. Does not
have 28 vdc on Pin 21.
Has 28 vdc on Pin 14 of
the test box.
b. Open circuit from Pin 14 through b. Repair the open circuit.
the console throttle switches to Pin
21 of the test box.
10. Nose wheel does not a. Servo valve or actuator faulty. a. Check servo valve and actuator
indicate 0°. as follows:
1. Disconnect the P249 from the
servo valve. Using a jumper wire
connected to Pins B and C of the
servo valve, apply 5 vdc to the
jumper wire leads. Apply power
to the system by placing a jumper
wire between Jacks 27 and 1 of
the amplifier test box. The actuator
rotates in both directions as power
is reversed on the two leads.
2. Measure the resistance
between Pins B and C of the servo
valve. The resistance is around
500 ohms.
3. Unplug the servo valve (P249)
and place a jumper wire between
Jacks 27 and 1 of the test box.
Reapply power to the system
and observe that the nose wheel
DOES NOT drift (very slowly, if any
at all. Should it rotate to either side
more than 3 degrees a second, the
servo valve and actuator must be
replaced.
If any of the above tests fail, the
servo valve and/or actuator must
be replaced.
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11. The actuator is engaged a. Arming valve or shuttle valve a. Check the solenoid as follows:
for hydraulic operation and faulty.
the nose wheel cannot be
turned by hand.
1. Disconnect the P491 plug from
the solenoid. Apply power to the
system by placing a jumper wire
between Jacks 27 and 1 of the
amplifier test box.
2. The actuator must be able to be
rotated by hand pressure only. Do
not use the rudder pedals.
3. Reconnect the P491 plug to the
solenoid. The nose wheel must
rotate by hand. Apply power to the
solenoid and attempt to turn the
nose gear. With power applied to
the solenoid valve, the nose gear
must not rotate by hand pressure.
4. Measure the resistance
between the two coil leads (Pins A
and B). The resistance is around
30 ohms.
b. A procedure in Step "a" failed. b. Perform the following tests on
the selector valve:
1. Remove Plug P207 from
the actuator and measure the
continuity (short) between Pins B
and C on the connector. Press the
plunger and measure continuity
between Pins A and B of Plug
P207.
2. With the switch reinstalled,
measure the continuity between
Pins B and C on the switch
connector without hydraulic
pressure applied. If continuity is
measured, the shuttle valve is
stuck open.
3. Apply hydraulic power to the
airplane by jumping Pins 27 and 1
of the amplifier test box. Depress
the activation switch on the throttle
levers. Measure the continuity
between Pins A and B. If continuity
cannot be measured, the shuttle
valve is stuck closed.
4. The shuttle valve must be
removed and replaced or cleaned.
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12. Nose gear has excessive a. Bell crank potentiometer out of a. Adjust bell crank potentiometer
movement when the correct adjustment. as follows:
PARK/TAXI switch is
moved back and forth
between the two positions.
1. The switch must be in the PARK
mode.
2. Adjust the bellcrank pot, located
under the pilot's floorboard, until
the nose gear movement is
minimal.
3. If the movement is not minimal
after the adjustment, the bellcrank
pot requires replacement. The
bell crank potentiometer must be
installed with the terminals pointing
up as when removed.
13. The nose gear is not at a. Amplifier centering is out of a. Adjust the potentiometer on the
zero degrees when the adjustment. amplifier until the nose gear is in
PARK/TAXI switch is in the the center position.
PARK position.
14. With the nose gear tire a. Dirty filter. a. Replace the filter.
clear of the ground, the
actuator moves slowly or
stalls when the rudder
pedals are moved from
center to hard left and from
center to hard right.
b. Pump relief valve faulty. b. Check the pump relief valve as
follows:
1. Connect a hydraulic pressure
gage (4, Table 1, 32-00-00) to the
pressure line connected to the
actuator pressure port. During
operation of the system, the
pressure must never fall below
2,900 psi at any time. Pressure
above 3,000 psi will damage the
system.
2. Connect a pressure gage (4,
Table 1, 32-00-00) to the actuator
hydraulic fluid return line. During
operation of the system, the
pressure must never go above 50
psi at any time.
3. If pressure limits were
exceeded, replace the pump relief
valve.
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Power Steering Amplifier Fault Display Codes

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Power Steering Relay Panel (A320)

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Power Steering Actuator Schematic

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15. With the switch in the a. The power steering link a. Adjust the power steering link
PARK position, when the assembly between the rudder assembly as follows:
rudder pedals are moved pedal and potentiometer is out of
from hard right to hard left adjustment.
they do not obtain 55 ± 5°
left and 55 ± 5° right.
1. Note the voltage between Pins
22 and 14 with the rudder pedal rig
pin installed.
2. Remove the stop pins in the
nose gear travel board.
3. Do not allow the actuator to
travel until the stop pins are hit.
4. Move the pedals from rig pin
center to hard left and note the
voltage. Move the pedals from rig
pin center to hard right and note
the voltage.
5. If the neutral-to-right voltage
is greater than the neutral-to-left
voltage, shorten the steering link
assembly. If the neutral-to-right
difference is less than the
neutral-to-left voltage, lengthen
the steering link.
6. When the voltage differences
are within 0.015 volts of each
other, adjust the steering link to the
nearest locking position and install
the two locking clips.
16. With the mode switch a. Steering link out of adjustment. a. Check the rudder pedal
in the TAXI position, potentiometer at the rudder pedal
the rudder pedals when hard right and hard left position for
moved from hard right to the correct voltage, 0.015 volts.
hard left does not obtain If the voltage is within 0.015 volts
15 ± 3° travel hard right or and still does not allow the 15 ±
15 ± 3° hard left position. 3° travel, reduce the 0.015 voltage
further.
b. If the 15 ± 3° cannot be
obtained, replace the amplifier.
If the above requirements cannot
be obtained, replace the command
potentiometer.
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POWER STEERING - MAINTENANCE PRACTICES
1. Power Steering System Hydraulic Filter

A. Servicing
Replace the power steering hydraulic system filter every 100 hours of service for the first 300 hours
and every 600 hours as follows:
The power steering hydraulic system filter is located in the nose wheel well forward of the power
steering pump and motor (Ref. Figure 201).
CAUTION: Exercise extreme care to avoid introducing any contamination into the
system when servicing the filter.
(1) Carefully clean the exterior of the filter housing.
(2) Unscrew the filter housing and remove the filter.
(3) Lubricate the new packings with MIL-H-5606 hydraulic fluid (2, Table 2, 32-00-00). Install one
packing on the new filter and one in the filter housing.
(4) Screw the filter housing into the filter support.
(5) Check the hydraulic fluid level in the reservoir and bleed the system.
2. Power Steering Actuator Hydraulic Fluid Filter Fitting

A. Servicing
Remove and clean or replace the filter fittings 100 hours after any maintenance on the power steering
system which required opening any hydraulic line, fitting or port in the actuator between the primary
system filter and the actuator, or if power steering operation indicates filters have possibly become
clogged.
The filter fittings are located in the nose wheel well in the hydraulic supply and return ports of the
actuator (Ref. Figure 202).
CAUTION: Exercise extreme care to avoid introducing any contamination into the
system when servicing these filters.
(1) Carefully clean the exterior of the filter fittings and nearby portions of the lines and the actuator
body.
(2) Disconnect the attaching lines and remove the filter fittings. Tag the unions for correct port
location to ensure proper reinstallation.
NOTE: It is recommended that the fittings be agitated in an ultrasonic cleaner (17, Table 1,
32-00-00), then flushed with clean solvent.
(3) Clean the filter fittings with PD680 Solvent (5, Table 2, 32-00-00) and blow dry with filtered
compressed air.
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(4) Replace the packings, install the filter fittings in the same ports from which they were removed.
(5) Check the hydraulic fluid level in the hydraulic reservoir and bleed the system.
3. Power Steering Command Potentiometer

A. Removal
(2) Remove the floorboard (121AT) (Ref. Chapter 06-50-00) under the pilot's rudder pedals.
(3) Disconnect the electrical connector from the command potentiometer (1) (Ref. Figure 203).
(4) Disconnect the spring (16) from the clamp (17) attached to the adjustable link barrel (2).
(5) Remove the nut (3), washer (4) and bolt (5) connecting the adjustable link forward clevis (6) to
the command potentiometer lever assembly (7).
(6) Move the potentiometer lever to gain access to the potentiometer lever retaining pin (8). Remove
the pin and the potentiometer lever from the command potentiometer shaft.
(7) Loosen the three screws (9) attaching the command potentiometer (1) to the support assembly
(10) and remove the command potentiometer from the support assembly.
B. Installation
(1) Position the command potentiometer (1) on the support assembly (10) and tighten the three
clamp bolts (9) (Ref. Figure 203).
(2) Place the potentiometer lever (7) on the command potentiometer shaft. Align the retaining pin
holes in the command potentiometer shaft and potentiometer lever (7) and install the retaining
pin (8).
(3) Connect the adjustable link forward clevis (6) to the command potentiometer lever (7) with the
attaching bolt (5), washers (4) and nut (3).
(4) Perform the POWER STEERING COMMAND POTENTIOMETER RIGGING and COMMAND
POTENTIOMETER ADJUSTMENTS as instructed in this section.
(5) Connect the electrical connector to the command potentiometer (1).
(6) Connect the spring (16) to the clamp (17) on the adjustable link barrel (2).
(7) Install the floorboard (121AT) (Ref. Chapter 06-50-00).
C. Rigging
(2) Remove the floorboard (121AT) (Ref. Chapter 06-50-00) under the pilot's rudder pedals.
(3) Set the rudder pedals at neutral and install a rig pin in the rudder pedal bell crank.
(4) Disconnect the electrical connector (E182J1) from the command potentiometer (1) (Ref. Figure
203).
(5) Loosen the bolts (11 and 12) of the forward and aft clamp assemblies (13 and 14) securing the
command potentiometer assembly (1) on the rudder flight control torque tubes.
(6) Install a 3/16-inch diameter rig pin through the aft and forward clamp assemblies (13 and 14) to
align the aft lever assembly (7) with the potentiometer support assembly (10).
(7) Loosen the three screws (9) securing the mounting clamps (15) of the command potentiometer
(1).
(8) Connect an ohmmeter (5, Table 1, 32-00-00) to Pins 2 and 3 of the wiring connectors on the
command potentiometer (1). Rotate the command potentiometer until a reading of 2500 ohms
is obtained on the ohmmeter.
NOTE: Do NOT overtighten the screws (9) on the potentiometer mounting clamps (15).
Adjustments will move if the clamps are too tight.
(9) Tighten the screws (9) securing the mounting clamps (15).
(10) Tighten the bolts (11 and 12) of the forward and aft clamps (13 and 14) securing the potentiometer
assembly (1) to the torque tubes of the rudder flight control system.
(11) Remove the rig pin from the forward and aft clamps (13 and 14).
(12) Remove the rig pin from the rudder pedal bellcrank.
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4. Power Steering Command Potentiometer and Amplifier

A. Adjustments
NOTE: To perform these adjustments, the power steering system must be ON and enabled. Refer
to AIRPLANE CONFIGURATION and POWER STEERING SYSTEM CONFIGURATION
in the troubleshooting procedures of this Chapter.
(1) Set the engine power levers at the IDLE position.

(2) Connect the amplifier test box (7, Table 1, 32-00-00) between the power steering amplifier and
the airplane wire harness.
(3) Install the nose centering tool (9, Table 1, 32-00-00) on the nose strut.
(4) Remove the spring clamp (17) on the adjustable link barrel (2) and remove the spring (16) from
the adjustable link (Ref. Figure 203).
(5) Remove the safety clips (18) from the adjustable link barrel (2).
(7) Remove the stop pins from the nose centering tool. Do not allow the actuator to travel and hit
the stops.
(8) Measure and record the voltage between test jacks 22 and 14 on the test box with the rudder
pedals in neutral.
(9) Measure and record the voltage with the rudder pedals hard left.
(10) Measure and record the voltage with the rudder pedals hard right.
(11) If the voltage measurements from neutral-to-hard left and neutral-to-hard right are within 0.015
volt, secure the adjustable link barrel (2) with the safety clips (18).
(12) If the neutral-to-right voltage is greater than the left voltage reading, shorten the adjustable link
assembly.
(13) If the neutral-to-right voltage is less than the left voltage reading, lengthen the adjustable link
assembly.
(14) Install the safety clips (18) in the adjustable link barrel (2).
(15) Install the spring clamp (17) on the adjustable link barrel (2) and connect the spring (16) to the
spring clamp (17).
(16) Set the rudder pedals at neutral.
(17) Toggle the PARK/TAXI switch back and forth between positions and observe any nose wheel
movement. Adjust potentiometer until there is no movement of the nose wheel when the selector
switch is switched between TAXI and PARK mode.
NOTE: Do NOT overtighten the screws (9) on the potentiometer mounting clamps (15).
Adjustments made will move if the clamps are too tight.
(18) Tighten the screws (9) of the mounting clamps (15) of the command potentiometer (1).
(19) Check the nose wheel movement again after tightening the command potentiometer clamps.
(20) Install a rig pin in the rudder pedal bellcrank.
(21) Check the position of the nose wheel. If the nose wheel is not at the true center position, adjust
the nose wheel to center by adjusting the power steering amplifier centering potentiometer,
placarded "CENTER", on the power steering amplifier.
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Power Steering Hydraulic Filter

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Power Steering Filter Fittings

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Power Steering Command Potentiometer

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POWER STEERING ACTUATOR - MAINTENANCE PRACTICES
1. Power Steering Actuator

A. Removal
(1) Disconnect the four electrical connectors (1, 2, 3 and 4) from the power steering actuator (5)
(Ref. Figure 201).
CAUTION: As hydraulic lines are disconnected, immediately tag and plug or

cap the openings.
(2) Disconnect the hydraulic fluid supply and return lines (6 and 7) from the fittings (8 and 9) attached
to the actuator mounting plate (10).
(3) Perform NOSE LANDING GEAR REMOVAL procedure (Ref. 32-20-00).
(4) Loosen the nuts (12) on the eccentric bolts (13 and 14). Turn the bolts slightly to move the torque
stop adjustment blocks (15) away from the torque stops (16) (Ref. Figure 201).
(5) Remove the six bolts (20) attaching the straightener arm (17) to the nose gear assembly (11).
(6) Remove the actuator attaching bolts (18) and remove the actuator (5) from the nose gear (11).
(7) Remove the spacer (22) from the nose gear.
B. Installation
(1) Position the actuator (5) on the actuator mounting plate (10) and secure the actuator (5) to the
mounting plate with the attaching bolts (18) (Ref. Figure 201).
(2) Position the actuator (5) and mounting plate (10) on the nose gear assembly (11). Position the
slots in the mounting plate (10) over the torque stops (16).
(3) Position the spacer (22) on the nose gear.
(4) Attach the actuator and straightener arm (17) to the nose gear with the attaching bolts (20). Align
the straightener roller and index mark (19) on the actuator with the nose gear wheel.
NOTE: Use care when tightening the eccentric bolts (13 and 14) to avoid altering
adjustments.
(5) Loosen the nut on the eccentric bolt (13) and turn the bolt until the torque stop adjustment block
(15) holds the mounting plate (10) solid against the torque stop (16). Tighten the nut (12).
(6) Adjust one block (15) to where it has minimal contact up to 0.001 inch of clearance from the
stop (16), then adjust the other bolt until the block has minimal contact of up to 0.001 inch of
clearance. Tighten the nuts (12) on the eccentric bolts (13 and 14) 225 to 250 inch-pounds.
Check that the shock strut rotates in the nose gear brace without binding.
(7) Perform NOSE LANDING GEAR INSTALLATION procedure (Ref. 32-20-00).
NOTE: If fitting (8 or 9) was loosened or removed, install new packings (21) (Ref. Figure
201).
(8) Connect the hydraulic fluid supply and return lines (7 and 6) to the power steering actuator (5).
(9) Perform POWER STEERING HYDRAULIC SYSTEM FILLING AND BLEEDING procedure (Ref.
32-51-11).
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Power Steering Actuator

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POWER STEERING ACTUATOR SERVO VALVE - MAINTENANCE PRACTICES
1. Power Steering Actuator Servo Valve

A. Removal
CAUTION: Before removing any hydraulic component, completely clean

the area around the component with a clean, lint-free rag lightly
moistened with solvent (5, Table 2, 32-00-00). Do not clean the
components with high pressure water or steam. Ensure that the
highest standards of cleanliness are maintained whenever the
component or any line leading to the component is opened.
(2) Disconnect the hydraulic fluid return hose (1) at the fitting (2) located at the actuator mounting
plate (Ref. Figure 201). Dispose of any hydraulic fluid. Immediately cap the fitting and hose.
(3) Perform the NOSE LANDING GEAR REMOVAL procedure (Ref. 32-20-00).
(4) Disconnect the servo valve electrical connector (3). Remove the servo valve wiring harness
from the clamps and supports.
(5) Cut the safety wire on the servo valve (4) internal wrenching attaching screws.
(6) Remove the internal wrenching screws and remove the servo valve (4) from the actuator manifold
and housing (6).
B. Installation
CAUTION: The servo valve (4) is damaged by rough handling (Ref. Figure
201).
(1) Ensure that the four packings (5) supplied with the servo valve (4) are properly seated in the
valve ports.
(2) Install the servo valve with the servo attaching internal wrenching screws. Safety wire the four
screw heads.
(3) Connect the servo valve electrical connector (3) and install the servo valve wiring harness clamps
and supports.
(4) Perform the NOSE LANDING GEAR INSTALLATION procedure (Ref. 32-20-00).
(5) Connect the hydraulic fluid return hose (1) to the fitting (2) at the actuator mounting plate.
(6) Fill and bleed the power steering system. Check for leaks.
(7) Anytime a servo valve (5) is removed, the following tests must be performed:
(a) Perform the NOSE JACKING procedure (Ref. Chapter 7-10-00).
(b) Connect an external power supply to the airplane.
(c) Turn the power steering ON and engage the power steering system.
(d) With the system operating in park mode, check that the nose strut travels smoothly to 55
± 5° left and right from neutral or centered position. If travel is jerky or the rate varies
appreciably through the range of travel, check all joints for binding and proper lubrication
before proceeding.
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(e) Starting from a nose strut position of 45° right, abruptly move the rudder pedals to full nose
left position and record the time required for the nose strut to travel through 45° left position
to the nearest ± 0.2 second. Repeat this procedure from left to right. The required travel
time is between 5.0 and 6.0 seconds at a fluid temperature of 80 to 90°F. Travel times
outside this range indicate the servo valve is contaminated or damaged during installation.
NOTE: Times below this range due to prolonged system operation or high fluid
temperatures and times above this range due to low fluid temperatures are
normal and acceptable as long as the system operation is smooth and the rate
of nose wheel travel to the left is approximately the same as to the right.
(f) Turn power steering off.

(g) Turn master power off.
(h) Disconnect the external power from the airplane.
(i) Perform the LOWERING THE AIRPLANE AFTER NOSE JACKING procedure (Ref.
Chapter 7-10-00).
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Power Steering Actuator Servo Valve

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POWER STEERING ACTUATOR SOLENOID - MAINTENANCE PRACTICES
1. Power Steering Actuator Solenoid

A. Removal
CAUTION: Before removing any hydraulic component, completely clean area

around the component with a clean, lint-free rag lightly moistened
with MPK. Do not clean the components with high pressure water
or steam. Ensure that the highest standards of cleanliness are
maintained whenever the component or any line leading to the
component is opened.
(1) Disconnect the hydraulic fluid pressure and return tubes (1 and 2) from the actuator fittings (3
and 4) (Ref. Figure 201). Dispose of any drained fluid. Immediately cap the tubes and actuator
fittings.
NOTE: Note the location of all attaching hardware and retain for correct reinstallation.
(2) Disconnect the servo valve (5), solenoid (6) and mode indicating switch (7) electrical connectors
(8 and 9). Remove the wiring harness clamps and supports.
(3) Cut the safety wire on the servo valve (5) and solenoid (6) internal wrenching attaching screws
(10).
(4) Remove the four screws securing the hydraulic manifold to the actuator (11) and remove the
complete hydraulic manifold assembly from the actuator.
(5) Plug the ports in the hydraulic manifold and actuator (11) and actuator assemblies and take the
manifold assembly to a clean, protected work area.
CAUTION: The pressure and return seats between the solenoid (6) and the
hydraulic manifold assembly are spring loaded.
(6) Carefully remove the solenoid attaching internal wrenching screws so as not to lose the valve
seats or ball. Remove the solenoid from the hydraulic manifold assembly and remove the valve
seats, ball, packings and seal shims (12, 13, 14, 15, 16, 17, 18 and 19) from the interior of the
solenoid.
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B. Installation
NOTE: To aid in the installation of the solenoid onto the manifold assembly, apply 28 vdc
across Pins A and B of the solenoid to hold the ball and valve seats in the solenoid
cavity.
(1) Using new packings (13, 16, 17 and 19), assemble the ball (14), valve seats (12 and 15),
seal shim (18) and packings into the solenoid cavity and install the solenoid assembly onto
the manifold assembly with the solenoid wire harness toward the servo valve (Ref. Figure 201).
Install the solenoid internal wrenching attaching screws. Safety wire the internal wrenching
screws.
(2) Remove the port plugs from the hydraulic manifold and actuator assemblies. Install new
packings in the hydraulic manifold ports. Install the hydraulic manifold assembly on the actuator
assembly (11) with the hydraulic manifold attaching internal wrenching screws. Safety wire the
hydraulic manifold attaching screws.
(3) Connect the servo valve and solenoid switch electrical connectors (8 and 9). Install the wiring
harness clamps and supports.
(4) Connect the pressure tube (1) to the actuator inlet fitting (3) and uncap the outlet fitting (4).
(5) Connect external power to the airplane. Fill the brake and power steering reservoir and bleed
air from the plumbing and actuator by momentarily engaging the power steering system.
(6) Whenever the solenoid or any of the solenoid packings or seats are replaced, the following test
must be performed:
(a) Unplug the solenoid electrical connector. Turn ON and engage the power steering system.
Hold the engage button on the power lever if required to keep the system engaged.
(b) Allow the leakage from the actuator port to stabilize and collect the leakage for one minute.
The leakage must not exceed 20 drops per minute. Leakage in excess of this amount
indicates the packings or pressure seats have been damaged during assembly and must
be replaced.
(7) Unplug and connect the actuator fluid return tube (2) to the outlet fitting (4). Fill and bleed
the system. With the nose wheel jacked off the ground, engage the power steering and check
operation.
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Power Steering Actuator Solenoid

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POWER STEERING ACTUATOR MANUAL STEERING FAIL SWITCH - MAINTENANCE PRACTICES
1. Power Steering Actuator Manual Steering Fail Switch

A. Removal
(1) Disconnect the electrical connector of the manual steering fail switch (1) (Ref. Figure 201).
(2) Remove the manual steering fail switch wiring harness clamps and supports.
(3) Remove the safety wire on the internal wrenching screws (2) attaching the power steering
manual fail switch (1) to the actuator (5).
(4) Remove the manual steering fail switch attaching screws (2) and remove the manual steering
fail switch from the actuator (5).
B. Installation
(1) Connect the electrical connector of the manual steering fail switch (1) to the airplane wiring
harness (Ref. Figure 201).
(2) Install the wiring harness clamps and supports
(3) Anytime a manual steering fail switch (1) is replaced or removed, perform the following test:
(a) With the manual steering fail switch connected electrically, but not attached to the
actuator (5), turn the ships power ON and observe that the MAN STEER FAIL annunciator
illuminates.
(b) Depress the manual steering fail switch plunger (3) and observe that the MAN STEER FAIL
annunciator extinguishes. Failing this test indicates there is fault in the wiring, the switch
or the annunciation system. Correct the problem before proceeding to the next Step.
(4) Install the manual steering fail switch on the actuator (5) with the attaching internal wrenching
screws (2).
(5) Safety wire the screws (2) to the actuator (5).
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Power Steering Actuator Manual Steering Fail Switch

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POWER STEERING FEEDBACK POTENTIOMETER - MAINTENANCE PRACTICES
1. Power Steering Feedback Potentiometer

A. Removal
(1) Place the nose of the airplane on jacks (Ref. Chapter 7-10-00).
(2) Remove the nose gear assembly (Ref. 32-20-00).
(3) Remove the safety wire on the feedback potentiometer attaching internal wrenching screws (1)
(Ref. Figure 201).
(4) Remove the feedback potentiometer internal wrenching attaching screws (1) and remove the
feedback potentiometer (2) from the actuator (3).
B. Installation
(1) Using an ohmmeter (5, Table 1, 32-00-00), rotate the gear (4) on the feedback potentiometer
assembly until the resistance between Pins A and B of the connector is 2,000 ±250 ohms.
Without altering this adjustment, install the feedback potentiometer onto the actuator assembly
(3) with the nose gear in neutral or center position and with the feedback potentiometer wire
harness routed toward the actuator manifold assembly (Ref. Figure 201).
(2) Install the internal wrenching potentiometer attaching screws (1) loosely to allow the feedback
potentiometer (2) to be rotated.
(3) Position the nose gear assembly near the airplane and connect the feedback potentiometer
electrical connector to the ships wiring harness. Disconnect the electrical connector from the
power steering pump motor.
(4) Install the power steering amplifier test box (7, Table 1, 32-00-00) in line at the power steering
amplifier connector.
(5) Connect and apply external power to the airplane. Turn the power steering switch ON.
(6) With the neutral indicating marks on top of the actuator aligned, rotate the feedback
potentiometer in its mount until the voltage between test points 17 and 33 is 2.5 ± 0.5 vdc.
(7) Tighten the internal wrenching screws without altering the feedback potentiometer adjustment.
Safety wire the internal wrenching screws.
(8) Turn the power steering switch OFF.
(9) Disconnect the external power.
(10) Remove the power steering amplifier test box.
(11) Connect the feedback potentiometer electrical connector to the airplane wiring harness.
(12) Connect the wiring harness to the power steering pump motor.
(13) Install the nose gear (Ref. 32-20-00).
(14) Perform the COMMAND POTENTIOMETER AND AMPLIFIER ADJUSTMENTS procedure (Ref.
32-51-00).
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Power Steering Feedback Potentiometer

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POWER STEERING AMPLIFIER - MAINTENANCE PRACTICES
1. Power Steering Amplifier (AR103)

A. Removal
(2) Remove the floorboard (122DT) (Ref. Chapter 06-50-00) covering the power steering amplifier
(3) Disconnect the electrical connector P486 (2) from the power steering amplifier (1).
(4) Remove the power steering amplifier (1) attaching screws (3) and remove the amplifier from the
mounting panel (4).
B. Installation
(1) Position the power steering amplifier (1) on the mounting panel and install the amplifier attaching
screws (3) (Ref. Figure 201).
(2) Connect the electrical connector P486 (2).
(3) Install the floorboard (122DT) (Ref. Chapter 06-50-00).
(4) Perform the command potentiometer and amplifier adjustments and system checks found in the
troubleshooting procedures in 32-51-00 to align the nose wheel and verify operation.
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Power Steering Amplifier (AR103)

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POWER STEERING RELAY PANEL - MAINTENANCE PRACTICES
1. Power Steering Relay Panel (A320)

A. Removal
(2) Remove the floorboard (122DT) (Ref. Chapter 06-50-00) covering the relay panel (1) (Ref.
Figure 201).
(3) Disconnect electrical connector (P489) (2) from the relay panel (1).
(4) Remove the power steering relay panel attaching screws (3) and remove the relay panel (1)
from the mounting panel (4).
B. Installation
(1) Position the relay panel (1) on the mounting panel (4) and install the relay panel attaching screws
(2) Connect electrical connector (P489) (2) to the relay panel (1).
(3) Install the floorboard (122DT) (Ref. Chapter 06-50-00).
(4) Restore power to the airplane and verify system operation.
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Power Steering Relay Panel (A320)

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POWER STEERING HYDRAULIC PRESSURE SWITCH - MAINTENANCE PRACTICES
1. Power Steering Hydraulic Pressure Switch

A. Removal
The power steering hydraulic pressure switch is located in the nose wheel well.
(2) Disconnect the electrical connector (A325P2) from the pressure switch (1) (Ref. Figure 201).

(3) Remove the pressure switch (1) from the fitting (2).
B. Installation
(1) Install a new packing (3) on the pressure switch (1) (Ref. Figure 201).
(2) Install the pressure switch (1) in the fitting (2).
(3) Connect the airplane wiring connector (A325P2) to the pressure switch connector.
(4) Restore electrical power to the airplane and verify operation.
NOTE: The hydraulic reservoir must be full before operating the power steering pump
and motor.
(5) Fill the power steering hydraulic fluid reservoir with hydraulic fluid (2, Table 2, 32-00-00).
(6) Bleed the hydraulic fluid of air by loosening the B-nut at the hydraulic filter inlet and operating
the pump and motor briefly to ensure that all air has been bled from the inlet and outlet lines to
the pump. Tighten the fitting.
(8) Operate the power steering pump and motor until all of the air has been purged from the system.
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Power Steering Hydraulic Pressure Switch

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POWER STEERING PUMP RELIEF VALVE - MAINTENANCE PRACTICES
1. Power Steering Pump Relief Valve

A. Removal

with MPK. Do not clean the components with high pressure
water or steam. Ensure that the highest standards of cleanliness
are maintained whenever the component or any line leading to
the component is opened.As hydraulic lines are disconnected,
immediately tag and plug or cap the openings.
(1) Disconnect the hydraulic line (1) from the relief valve (2) (Ref. Figure 201).
(2) Remove the screw (3), washer (4) and clamp (5) attaching the relief valve (2) to the left keel in
the nose wheel well.
(3) Unscrew the relief valve (2) from the fitting (6) and remove the relief valve from airplane.
B. Installation
NOTE: If a fitting was loosened or removed, install new packings (Ref. Figure 201).
(1) Place a new packing (7) on the relief valve (2).

(2) Screw the relief valve (2) into the fitting (6).
(3) Connect the hydraulic line (1) to the relief valve (2).
(4) Install the screw (3), washer (4) and clamp (5) attaching the relief valve (2) to the left keel in the
nose wheel well.
(6) Bleed the hydraulic system by loosening the B-nut at the hydraulic filter inlet and operating the
pump and motor briefly to ensure that all air has been bled from the inlet and outlet lines to the
pump. Tighten the fitting.
(8) Operate the power steering pump and motor until all of the air has been purged from the system.
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Power Steering Relief Valve

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POWER STEERING PUMP AND MOTOR - MAINTENANCE PRACTICES
1. Power Steering Pump And Motor

A. Removal
The power steering pump and motor (2 and 6) is located on the left keel in the nose wheel well (Ref.
Figure 201).
(1) Disconnect the electrical connector (1) from the power steering pump motor (2).
CAUTION: Before removing any hydraulic component, completely clean

the area around the component with a clean, lint-free rag lightly
moistened with MPK. Do not clean the components with high
pressure water or steam. Ensure that the highest standards
of cleanliness are maintained whenever the component or any
line leading to the component is opened.As hydraulic lines are
disconnected, immediately tag and plug or cap the openings.
(2) Disconnect the hydraulic lines (3, 4 and 5) from the hydraulic pump (6).
(3) Remove the hydraulic pump and motor attaching bolts (7) and washers (8) and remove the
hydraulic pump and motor (2 and 6) from the airplane.
B. Installation
(1) Position the pump and motor (2 and 6) on the nose wheel well left keel and secure the pump
and motor (2 and 6) to the keel with the attaching bolts (7) and washers (8) (Ref. Figure 201).
NOTE: If a fitting was loosened or removed, install new packings on the fitting.
(2) Remove the caps and plugs and reconnect the hydraulic lines (3, 4 and 5) to the hydraulic pump
(6).
(3) Reconnect the electrical connector (1) to the pump motor (2).
(4) Fill the hydraulic reservoir with hydraulic fluid (2, Table 2, 32-00-00).
pump. Tighten the fitting.
(7) Operate the pump and motor until the air has been purged from the rest of the system.
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Power Steering Pump and Motor

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POWER STEERING HYDRAULIC RESERVOIR - MAINTENANCE PRACTICES
1. Power Steering Hydraulic Reservoir

A. Removal
(1) Open the right nose compartment door.
(2) Remove the power steering hydraulic reservoir fill cap (1) (Ref. Figure 201).

(3) Siphon the hydraulic fluid from the power steering hydraulic fluid reservoir (2) with a vacuum
type bulb.
(4) Remove the hydraulic fluid reservoir shield attaching screws (3) and remove the shield (4) from
around the hydraulic fluid reservoir (2).
CAUTION: As hydraulic lines are disconnected, immediately tag and plug or

cap the openings.
(5) Disconnect the hydraulic fluid lines (5, 6 and 7) connected to the hydraulic fluid reservoir.
(6) Remove the hydraulic reservoir attaching screws (8) and washers (9) and remove the hydraulic
fluid reservoir (2) from the airplane.
B. Installation
(1) Position the hydraulic fluid reservoir (2) on the forward pressure bulkhead and install the
hydraulic reservoir attaching screws (8) and washers (9) (Ref. Figure 201).
(2) Position the shield (4) around the hydraulic fluid reservoir (2) and install the shield attaching
screws (3) and washers.
NOTE: If a fitting was loosened or removed, install new packings on the fitting.
(3) Remove the plugs and caps and connect the hydraulic fluid lines (5, 6 and 7) to the hydraulic
fluid reservoir (2).
(4) Perform POWER STEERING HYDRAULIC SYSTEM FILLING AND BLEEDING procedure in
this section.
2. Power Steering Hydraulic System

A. Filling And Bleeding
(1) Fill the hydraulic reservoir (2) with hydraulic fluid (2, Table 2, 32-00-00) (Ref. Figure 201).
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pump. Tighten the fitting
(3) Fill the hydraulic reservoir (2) with hydraulic fluid (2, Table 2, 32-00-00).
(4) Operate the pump and motor until the air has been purged from the rest of the system.
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Power Steering Hydraulic Fluid Reservoir

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NOSE GEAR CENTERING MECHANISM - MAINTENANCE PRACTICES
1. Nose Gear Centering Mechanism

A. Removal
(1) Remove the straightener link (1) (Ref. Figure 201) as follows:
(a) Remove the nut (2), washers (3) and bolt (4) attaching the straightener link aft rod end (5)
to the bracket (6) on the left wheel well keel.
(b) Remove the nut (7), washer (8) and bolt (9) attaching the straightener link forward rod end
(10) to the steering bell crank (11).
(2) Remove the steering bell crank (11) as follows:
(a) Remove the cotter pin (12), nut (13), washers (14, 15 and 18), upper and lower bearings
(16), bushing (17) and bolt (19) attaching the steering bell crank (11) to the nose gear
assembly.
(b) The straightener guide (20) is removed from the steering bell crank by removing the
attaching nuts (21), washers (22) and bolts (23).
B. Installation
(1) Install the steering bell crank (10) (Ref. Figure 201) as follows:
(a) If removed, install the straightener guide (20) to the bell crank (11) with the attaching bolts
(23), washers (22) and nuts (21).
(2) Lubricate the bell crank with grease (1, Table 2, 32-00-00).
NOTE: Install P/N 1-00951-X-032-XH washers (15), up to a maximum of three, to

provide 0.09 inch clearance between the straightener guide (20) and the
straightener bracket when the nose wheel is rotated as far as possible to the
left and to the right. Refer to 32-50-00 for an illustration of the straightener
bracket.
(a) Attach the bell crank (11) to the nose gear assembly with the attaching bolt (19), bushing
(17), washers (18, 15 and 14), upper and lower bearings (16), nut (13) and cotter pin (12).
(3) Install the straightener link (1) as follows:
(a) Install the bolt (9), washer (8) and nut (7) attaching the straightener link forward rod end
(10) to the steering bell crank (11).
(b) Install the bolt (4), washers (3) and nut (2) attaching the straightener link aft rod end (5) to
the bracket (6) on the left wheel well keel.
Following installation, check and adjust the nose wheel centering as detailed under NOSE
WHEEL CENTERING ADJUSTMENT in this section.
C. Adjustment
(1) Place the nose of the airplane on jacks (Ref. Chapter 7-10-00).
(2) Install the nose gear centering tool (9, Table 1, 32-00-00) on the nose gear.
(3) Adjust the straightener link length by rotating each rod end in or out as required to center the
nose gear (Ref. Figure 201). Tighten the jam nuts on the rod ends.
(4) Remove the centering tool from the nose gear.
(5) Remove the jack from the nose of the airplane (Ref. Chapter 7-10-00).
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Nose Gear Centering Mechanism

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LANDING GEAR POSITION AND WARNING - DESCRIPTION AND OPERATION
1. General


enclosed building or hanger. In the interest of safety, should it become
airplane.
A. Visual indication of the landing gear position is provided by two red in-transit lights located in the
landing gear control switch handle and a green GEAR DOWN indicator light assembly, labeled NOSE
- L - R, located adjacent to the landing gear control switch on the pilot's inboard subpanel (Ref. Figure
1). Illumination of the red in-transit lights indicates when the landing gear is in transit; gear-up is
indicated when they go out. Illumination of the green GEAR DOWN light indicates when the landing
gear is down and locked. The red control handle lights are checked by pressing the HDL LT TEST
push-button switch located to the right of the landing gear control switch. To check the GEAR DOWN
lights press the light assembly case.
B. Power for the in-transit and GEAR DOWN lights is drawn from a 5-ampere LANDING GEAR - IND
circuit breaker located on the RH circuit breaker panel. A circuit to the in-transit lights is completed
through the down-position and up-position switches of each landing gear and through the automatic
light dimming circuit. A circuit to the GEAR DOWN lights is completed through the down-position
and actuator down-position switches of each landing gear. An up-position switch is located in the
upper part of each wheel well. When the landing gear is in the fully retracted position, each landing
gear strut actuates its respective up-position switch to open the circuit to the in-transit lights. The
in-transit lights will remain illuminated until all three landing gears are fully retracted. As soon as the
landing gear moves from the fully retracted position, each landing gear strut actuates its respective
up-position switch to illuminate the in-transit lights. The in-transit lights go out when the drag brace of
each landing gear actuates its respective down-position switch to open the circuit to the in-transit lights
and to complete the circuit to the actuator down-position switch. In this position the internal locking
mechanism of the landing gear actuator will actuate the actuator down-position switch mounted in the
actuator to illuminate its respective GEAR DOWN light.
C. A landing gear warning system is provided to warn the pilot that the landing gear is not down and
locked during specific flight regimes. Various warning modes result, depending upon the position of
the flaps. With the flaps in the UP, or 17° position and either or both power levers retarded below
84% to 86% N1, the warning horn will sound intermittently and the landing gear control switch handle
lights will illuminate. Silence the horn by pressing the WARN HORN SILENCE button adjacent to the
landing gear switch handle; the lights in the landing gear control switch handle cannot be cancelled.
The landing gear warning system will be rearmed if the power lever(s) are advanced sufficiently. With
the flaps beyond the 17° position, the warning horn and landing gear control switch handle lights will
be activated regardless of the power settings.
D. To prevent accidental gear retraction on the ground, the safety switch on the right main strut breaks
the control circuit whenever the strut is compressed.
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CAUTION: Never rely on the safety switch to keep the gear down while taxiing or
on landing or take-off roll. Always check the position of the landing gear
control switch handle.
E. The safety switch also actuates a solenoid-operated downlock hook, which prevents the landing gear
handle from being raised when the airplane is on the ground. The hook automatically unlocks when
the airplane leaves the ground. The switch is manually overridden by pressing down on the red button
placarded DN LCK REL. The right hand safety switch will ground the in-transit light relay to illuminate
the in-transit lights and sound the landing gear warning horn anytime the landing gear control handle
is moved to the "UP" position while the airplane is on the ground with the shock strut compressed.
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Landing Gear Position and Warning System

Figure 1 (Sheet 1)
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LANDING GEAR POSITION AND WARNING - TROUBLESHOOTING
1. Landing Gear Position and Warning

jacks.
Table 101. LANDING GEAR POSITION AND WARNING SYSTEM

1. Warning horn inoperative a. Horn circuit breaker tripped. a. Reset circuit breaker.
or malfunctioning.
b. Open or grounded circuit. b. Check continuity of circuit
breaker-to-horn throttle switch
circuit, landing gear down-position
switch circuit and ground circuit.
c. Throttle switches fail to operate c. Adjust or replace switches.
properly or out of adjustment.
d. Main or nose gear down-position d. Adjust or replace switches.
switches fail to operate properly or
out of adjustment.
e. Flasher stuck open. e. Check flasher continuity.
2. Circuit breaker tripping. a. Grounded circuit. a. Check for ground between
circuit breaker and warning horn.
Table 102. LANDING GEAR POSITION INDICATORS AND SWITCHES

1. All indicators inoperative. a. Landing gear indicator circuit a. Reset circuit breaker.
breaker tripped.
b. Open circuit between circuit b. Check continuity of circuits.
breaker and indicators.
2. One indicator completely a. Indicator failing to operate a. Replace indicator.
inoperative. properly.
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Table 102. LANDING GEAR POSITION INDICATORS AND SWITCHES (continued)

b. Open circuit. b. Check continuity of circuit.
c. Landing gear down-position, c. Adjust or replace switches.
up-position or actuator
down-position switches are
out of adjustment or failing to
operate properly.
d. The nose gear down-position c. Straighten the bracket and shim
switch adjustable stop bracket is or replace the bracket.
bowed or bent.
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LANDING GEAR POSITION AND WARNING - MAINTENANCE PRACTICES
1. Main or Nose Landing Gear Up-Position Indicator Switch

A. Adjustment

system, place the airplane on jacks. When jacking the airplane
in an unsheltered area where winds in excess of 35 kts will be
encountered, never jack more than one gear at a time clear of
the ground. Any time the landing gear is only partially retracted
during maintenance, always cycle the gear with the power pack
through at least one complete cycle before removing the airplane
from the jacks. For safety reasons, pull the 2-ampere control
circuit breaker on the pilot's inboard subpanel and place a note
on the circuit breaker panel that LANDING GEAR MAINTENANCE
IS IN PROCESS during maintenance on the landing gear. The
landing gear control handle must never be moved from the
down-and-locked position while the airplane is on the ground. It
is recommended that the area be roped off during extension or
CAUTION: Do not cycle the landing gear with the power pack if low on fluid or
the landing gear system is not properly rigged. Use the emergency
Before adjusting the up-position switches, the landing gear must be rigged as instructed in 32-30-09
(Main Landing Gear) and 32-30-13 (Nose Landing Gear).
NOTE: Always use an ohmmeter to verify switch actuation. DO NOT depend upon the click
of the switch as an indication of actuation.
(3) Disconnect the landing gear doors and tie the doors away from the work area.
(4) Ensure that the landing gear is fully retracted before adjusting the switch.
(5) Loosen the locknuts holding the up-position switch in position until continuity is indicated on the
ohmmeter (5, Table 1, 32-00-00) (Ref. Figure 201).
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(6) After continuity is indicated, adjust the up-position switch in an addition two (2) turns beyond
the actuation point on the nose gear and four (4) turns beyond the actuation point on the main
gear. Ensure that the switch plunger does not compress to the point where the gear contacts
the switch housing when retracted.
(7) Tighten the locknuts and safety wire.
(8) Check for proper operation of the in-transit lights located in the landing gear control switch handle
through at least one complete cycle.
CAUTION: Excessive compression or bottoming out of the switch plunger

will damage the switch. If the Main Gear Up-Position Switch/Wire
Harness Assembly is replaced, ensure the harness is secured
behind the inner fender to prevent chafing against the fuel line.
(9) Connect the landing gear doors to the actuating cams.
Chapter 07-10-00).
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Landing Gear Up-Position Indicator Switch

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NOSE GEAR DOWN-POSITION SWITCH - MAINTENANCE PRACTICES
1. Nose Gear Down-Position Switch

A. Adjustment

system, place the airplane on jacks.When jacking the airplane
encountered, never jack more than one gear at a time clear of the
ground.Any time the landing gear is only partially retracted during
jacks.For safety reasons, pull the 2 ampere control circuit breaker
breaker panel that LANDING GEAR MAINTENANCE IS IN PROCESS
during maintenance on the landing gear.The landing gear control
handle must never be moved from the down-and-locked position
while the airplane is on the ground.It is recommended that the area
be roped off during extension or retraction of the landing gear.
CAUTION: Do not cycle the landing gear with the power pack if low on fluid or if
NOTE: Always use a ohmmeter to verify switch actuation. DO NOT depend upon the click
of the switch as an indication of actuation.
(3) With the landing gear in the fully extended position, position the adjustable stop with
approximately 0.25 inch of threads showing (Ref. Figure 201).
(4) Place the actuator in the locked position (use a ohmmeter to verify locking of the actuator by a
continuity indication through the normally open set of contacts).
NOTE: If the switch bracket becomes bowed, an indication of an unlocked nose gear
could result.
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(5) Loosen the locknuts and adjust the switch actuator housing until the switch plunger contacts the
adjustable stop.
(6) Tighten the locknuts and safety wire.
(7) Adjust the adjustable stop until the switch actuates as indicated by continuity through the
normally open contacts.
(8) Increase the compression of the switch plunger by two (2) more turns of the adjustable stop
while the switch remains actuated.
(9) Check for proper operation of the GEAR DOWN light, located on the pilot's inboard subpanel,
and the landing gear warning horn through at least one complete cycle.
CAUTION: Excessive compression or bottoming out of the switch plunger will

damage the switch.
Chapter 07-10-00).
24-40-00).
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Nose Gear Down-Position Switch Adjustment

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MAIN LANDING GEAR DOWN-POSITION SWITCH - MAINTENANCE PRACTICES
1. Main Landing Gear Down-Position Switch

A. Adjustment

jacks.For safety reasons, pull the 2 ampere control circuit breaker
(3) Disconnect the down-position switch connector. If using the test box (16, Table 1, 32-00-00),
connect the test box to the down-position switch wiring (Ref. Figure 201).
(4) Place the landing gear in the fully extended position and the actuators locked and verify locking
of the actuator by ohmmeter continuity or by green light illumination on the test box.
(5) Loosen the locknuts that hold the switch in position and adjust the switch until continuity is
indicated on the ohmmeter.
(6) Adjust the switch in an additional two (2) turns beyond the actuation point.
(7) Tighten the locknuts to hold the switch in position and safety wire.
(8) If necessary, disconnect the test box from the down-position switch wiring.
(9) Connect the down-position switch wiring to the airplane wiring connector.
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CAUTION: Excessive compression or bottoming out of the switch plunger will

damage the switch.
(10) Check for proper operation of the GEAR DOWN light on the pilot's inboard subpanel and the
landing gear warning horn through at least one complete cycle.
Chapter 07-10-00).
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Main Gear Down-Position Switch Adjustment

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NOSE LANDING GEAR ACTUATOR DOWN-POSITION SWITCH - MAINTENANCE PRACTICES
1. Nose Landing Gear Actuator Down-Position Switch

A. Adjustment
The actuator down-position switch is preadjusted and does not require further attention (Ref. Figure
201). If the switch must be replaced for any reason, proceed as follows:

jacks.For safety reasons, pull the 2-ampere control circuit breaker
(2) Remove the actuator from the airplane (Ref. 32-30-14).
(3) Apply 500 to 700 psig of hydraulic pressure to the primary extend port of the actuator to lock the
actuator. Disconnect the hydraulic pump from the actuator.
(4) Apply a 500 pound column load to the actuator piston rod to ensure that the actuator is extended
and locked.
(5) Connect an ohmmeter between pins F and C of the switch connector.
(6) Turn the switch in until continuity is indicated through the switch contacts and then turn the switch
in two additional full turns. If necessary, turn the switch in a maximum of one additional turn to
align the electrical wiring toward the top of the actuator.
(7) Apply 400 psig to the retract port of the actuator to unlock the actuator. When the actuator is
unlocked the ohmmeter indicates a lack of continuity.
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(8) Tighten the jam nut and safety wire.

(9) Cycle the actuator three times, monitoring the ohmmeter to ensure that the switch is actuating
properly.
(10) Disconnect the ohmmeter from the actuator and install the actuator in the airplane. Rig and
bleed the landing gear as instructed in 32-30-00.
Chapter 7-10-00).
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Nose Gear Actuator Down-Position Switch

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MAIN GEAR ACTUATOR DOWNLOCK SWITCH - MAINTENANCE PRACTICES
1. Main Gear Actuator Downlock Switch

A. Adjustment (All Airight Actuators Except P/N 114-380041-1)
The actuator downlock switch is (Ref. Figure 201) preadjusted and should not require further attention.
If the switch must be adjusted or replaced for any reason, proceed as follows:
WARNING: Make all adjustments with the power off at the master switch
and no external power connected.Any time maintenance is to
be performed on the landing gear system, place the airplane on
jacks.When jacking the airplane in an unsheltered area where
winds in excess of 35 kts will be encountered, never jack more
than one gear at a time clear of the ground.The landing gear
control handle must never be moved from the down-and-locked
position while the airplane is on the ground.It is recommended
that the area be roped off during extension or retraction of the
landing gear.
(1) Perform the MAIN GEAR ACTUATOR REMOVAL procedure (Ref. 32-30-10).
(2) Place the actuator in a test fixture. Apply 500 to 700 psig of hydraulic pressure to the primary
retract port of the actuator to lock the actuator. Remove the source of hydraulic pressure.
(3) Apply a 500 pound tension load to the actuator piston rod to ensure that the actuator is retracted
and locked.
(4) Connect a continuity checker between pins A and C of the switch connector. The checker should
indicate an open circuit. Note the position of the electrical wiring.
(5) Remove the small screw that secures the tang washer located next to the switch. Loosen the
switch jam nut to move the tang washer and allow a wrench to be positioned on the fitting located
where the switch enters the upper body of the actuator.
(6) Slowly turn the fitting clockwise until the continuity checker indicates continuity.
(7) Slowly turn the fitting counterclockwise until the continuity checker indicates an open circuit (loss
of continuity). Continue turning the fitting counterclockwise one to two full turns past this point.
Align the wiring toward the top of the actuator.
(8) Apply 400 psig to the extend port of the actuator to unlock the actuator and extend the rod. The
continuity checker should indicate continuity.
(9) Position the tang washer and tighten the jam nut. Install the screw into the tang washer and
safety wire.
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(10) Cycle the actuator three times, monitoring the continuity checker to ensure that the switch
is indicating an open circuit when retracted and locked and continuity when unlocked and
extending.
(11) Disconnect the continuity checker from the actuator.
(12) Perform the MAIN GEAR ACTUATOR INSTALLATION procedure (Ref. 32-30-10).
B. Adjustment (Phoenix Controls Actuators and Airight Actuator P/N 114-380041-1)
landing gear.
and locked.
(4) Connect a continuity checker between pins A and C of the switch connector. The checker should
indicate an open circuit. Note the position of the electrical wiring.
(5) Loosen the switch jam nut.
(6) Slowly turn the switch counterclockwise until the continuity checker indicates continuity.
(7) Slowly turn the switch clockwise until the continuity checker indicates an open circuit (loss of
continuity). Continue turning the switch clockwise one to two full turns past this point. Align the
wiring toward the top of the actuator.
(8) Apply 400 psig to the extend port of the actuator to unlock the actuator and extend the rod. The
continuity checker should indicate continuity.
(9) Tighten the jam nut and safety wire.
(10) Cycle the actuator three times, monitoring the continuity checker to ensure that the switch
is indicating an open circuit when retracted and locked and continuity when unlocked and
extending.
(11) Disconnect the continuity checker from the actuator.
C. Adjustment (Frisby Actuators)
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landing gear.
and locked.
(4) If this procedure is being performed to adjust the switch currently installed in the actuator, back
the switch out of the actuator, as required, to ensure it is not being activated.
(5) Connect an ohmmeter between pins A and C of the switch connector. The ohmmeter should
indicate an open circuit.
(6) Slowly screw the switch into the actuator until the ohmmeter indicates continuity. Unscrew the
switch two full turns. The switch may be turned one additional full turn to align the tab washer
with the slot in the head assembly of the actuator. The ohmmeter should indicate and open
circuit.
(7) Apply 500 psig to the extend port of the actuator to unlock the actuator. The ohmmeter should
indicate continuity.
(8) Torque the jam nut to 25 ±5 inch-pounds and safety wire.
(9) Apply a bead of sealant (RTV-162) between the nut on the switch and the switch, and between
the nut and the actuator head assembly.
(10) Cycle the actuator three times, using a hydraulic source with a pressure of 500 psig. Monitor
the ohmmeter to ensure that the switch is actuating properly.
(11) Disconnect the ohmmeter from the actuator.
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Main Gear Actuator Downlock Switch

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MAIN GEAR SAFETY SWITCH - MAINTENANCE PRACTICES
1. Main Gear Safety Switch

A. Adjustment (444EN49-6 Switch)
This procedure is applicable to both the right and left hand safety switches (Ref. Figure 201).
winds in excess of 35 kts will be encountered, never jack more than
one gear at a time clear of the ground.Any time the landing gear is
only partially retracted during maintenance, always cycle the gear
with the power pack through at least one complete cycle before
removing the airplane from the jacks.For safety reasons, pull the
2-ampere control circuit breaker on the pilot's inboard subpanel
and place a note on the circuit breaker panel that LANDING
GEAR MAINTENANCE IS IN PROCESS during maintenance on
the landing gear.The landing gear control handle must never be
moved from the down-and-locked position while the airplane is on
the ground.It is recommended that the area be roped off during
extension or retraction of the landing gear.
(1) Perform the THREE- POINT JACKING (PREFERRED PROCEDURE) procedure (Ref. Chapter
(2) Pull the 2-ampere control circuit breaker on the pilot's inboard subpanel and place a note
on the circuit breaker panel that LANDING GEAR MAINTENANCE IS IN PROCESS during
(3) With the shock strut fully extended, check the actuator rod (3) and attached rod end for clearance
with the upper torque knee (Ref. Figure 201).
(4) If clearance is not sufficient:
(a) Check the upper torque knee eye bolt for washers. There should be four 0.063 inch thick
washers under the eye bolt head. If washers are added, check the eye bolt shank for
sufficient length to allow nut engagement.
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(b) Clearance can be increased a small amount by adjusting the rod end. The actuator rod
(3) must be threaded into the rod end 0.38 to 0.50 inch. Verify the actuator rod covers the
inspection hole in the rod end.
(5) Depress the strut air valve and completely deflate the strut. Remove valve core and attach a
1/4 inch ID hose to the air valve and connect a container to the other end to catch any possible
fluid spillage.
(6) Remove the cotter pin, nut (6), washer (5) and bolt (4) to disconnect the actuator rod (3) (Ref.
Figure 201).
NOTE: Use a gear-type puller (obtain locally) to remove the switch arm (9) from the switch
shaft to prevent damage to the internal mechanism of the switch. Do Not Pry Off
With Screwdrivers.
(7) Remove the retaining nut (8) and the switch arm (9) from the switch shaft.
(8) Disconnect the switch wiring from the airplane wiring and connect the test box (16, Table 1,
32-00-00) to the switch wiring or connect the wire leads from an ohmmeter to pins T and U of
the receptacle plug located in the upper rear of each wheel well.
(9) With the shock strut fully extended, using a suitable marker, mark the shock strut piston at 0.38,
0.62 and 2.0 inches from the bottom of the brace assembly.
(10) Position a jack under the landing gear. Jack the landing gear so the shock strut is compressed
to 0.38 to 0.62 inch from the fully extended position.
(11) Rotate switch shaft counterclockwise until the ohmmeter indicates a closed circuit or the test
box red lights illuminate then continue rotating counterclockwise until the ohmmeter indicates
an open circuit or the test box green lights illuminate.
(12) Install the switch arm (9) on the switch shaft. Tighten retaining nut (8) on shaft to engage splines
then back off the nut (Ref. Figure 201).
(13) Install bolt (4), washer (5), nut (6) and cotter pin to connect the actuator rod (3) to the upper
torque knee eye bolt.
(14) Remove the safety wire from the lock screw (10) on the switch arm (9) and back off the lock
screw.
(15) Adjust the switch shaft clockwise at the adjusting screw (7) until the ohmmeter indicates a closed
circuit on pins T and U or the test box red lights illuminate.
(16) Tighten the retaining nut (8) on the shaft and tighten the lock screw (10) ensuring that the
ohmmeter still indicates a closed circuit or the test box red lights are still illuminated.
NOTE: The point at which the switch is actuated during compression and extension of the
shock strut differs from the tolerances in the switch and its attendant linkage on
the landing gear.
(17) Check the safety switch rigging as follows:

(a) Fully compress the shock strut.
(b) Allow the shock strut to extend from the fully compressed position, ensure the green test
lights are illuminated or the ohmmeter continues to indicate an open circuit until the shock
strut reaches a position 0.38 to 0.62 inch from the fully extended position. At this point, the
red test lights illuminate or the ohmmeter will indicate a closed circuit up to and including
the fully extended position.
(c) From fully extended compress the strut. The red lights of the test box will extinguish and the
green lights will illuminate or the ohmmeter indication will change from a closed circuit to an
open circuit when the shock strut reaches a position 0.38 to 2 inches from the fully extended
position. The green test lights will remain illuminated or the ohmmeter will continue to
indicate an open circuit as the shock strut is fully compressed.
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WARNING: Before removing the airplane from the jacks, make sure
that the landing gear emergency-extend hand pump
handle is in the stowed position, the plunger on the
service valve is pushed down with the hinged retainer
in place, the landing gear control handle is in the DOWN
position, the landing gear is down and locked and the
accumulator is charged to 800 ± 50 psi.
(18) For fine adjustment, use the adjusting screw (7) on the switch arm (9).
NOTE: Ensure that the retaining nut (8) on the switch shaft and the lock screw (10) on the
switch arm (9) are tight after each adjustment.
(19) Safety wire the lock screw (10) to the switch arm (9).
(20) Connect the switch wiring to the airplane by connecting the receptacle plug located in the upper
rear of each wheel well.
(21) Perform the MAIN LANDING GEAR STRUT SERVICING procedure (Ref. 32-10-00).
Chapter 7-10-00).
B. Adjustment (39EN6-6 Switch)
This procedure is applicable to both the right and left hand safety switches.
winds in excess of 35 kts will be encountered, never jack more than
one gear at a time clear of the ground.Any time the landing gear is
only partially retracted during maintenance, always cycle the gear
with the power pack through at least one complete cycle before
removing the airplane from the jacks.For safety reasons, pull the
2-ampere control circuit breaker on the pilot's inboard subpanel
and place a note on the circuit breaker panel that LANDING
GEAR MAINTENANCE IS IN PROCESS during maintenance on
the landing gear.The landing gear control handle must never be
moved from the down-and-locked position while the airplane is on
the ground.It is recommended that the area be roped off during
extension or retraction of the landing gear.
(2) Pull the 2-ampere control circuit breaker on the pilot's inboard subpanel and place a note
on the circuit breaker panel that LANDING GEAR MAINTENANCE IS IN PROCESS during
(3) With the shock strut fully extended, check the actuator rod (3) and attached rod end for clearance
with the upper torque knee (Ref. Figure 201).
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(4) If clearance is not sufficient:

(a) Check the upper torque knee eye bolt for washers. There should be four 0.063 inch thick
washers under the eye bolt head. If washers are added, check the eye bolt shank for
sufficient length to allow nut engagement.
(b) Clearance can be increased a small amount by adjusting the rod end. The actuator rod
(3) must be threaded into the rod end 0.38 to 0.50 inch. Verify the actuator rod covers the
inspection hole in the rod end.
(5) Depress the strut air valve and completely deflate the strut. Remove valve core and attach a
1/4 inch ID hose to the air valve and connect a container to the other end to catch any possible
fluid spillage.
(6) Remove the cotter pin, nut (6), washer (5) and bolt (4) to disconnect the actuator rod (3) (Ref.
Figure 201).
NOTE: Use a gear-type puller (obtain locally) to remove the switch arm (9) from the switch
shaft to prevent damage to the internal mechanism of the switch. Do Not Pry Off
With Screwdrivers.
(7) Remove the retaining nut (8) and the switch arm (9) from the switch shaft.
(8) Disconnect the switch wiring from the airplane wiring and connect the test box (16, Table 1,
32-00-00) to the switch wiring or connect the wire leads from an ohmmeter to pins T and U of
the receptacle plug located in the upper rear of each wheel well.
(9) With the shock strut fully extended, using a suitable marker, mark the shock strut piston at 0.38,
0.62 and 2.0 inches from the bottom of the brace assembly.
(10) Position a jack under the landing gear. Jack the landing gear so the shock strut is compressed
to 0.38 to 0.62 inch from the fully extended position.
(11) Rotate switch shaft counterclockwise until the ohmmeter indicates a closed circuit or the test
box red lights illuminate then continue rotating counterclockwise until the ohmmeter indicates
an open circuit or the test box green lights illuminate.
(12) Install the switch arm (9) on the switch shaft. Tighten retaining nut (8) on shaft to engage splines
then back off the nut (Ref. Figure 201).
(13) Install bolt (4), washer (5), nut (6) and cotter pin to connect the actuator rod (3) to the upper
torque knee eye bolt.
(14) Remove the safety wire from the lock screw (10) on the switch arm (9) and back off the lock
screw.
(15) Adjust the switch shaft clockwise at the adjusting screw (7) until the ohmmeter indicates a closed
circuit on pins T and U or the test box red lights illuminate.
(16) Tighten the retaining nut (8) on the shaft and tighten the lock screw (10) ensuring that the
ohmmeter still indicates a closed circuit or the test box red lights are still illuminated.
NOTE: The point at which the switch is actuated during compression and extension of the
shock strut differs from the tolerances in the switch and its attendant linkage on
the landing gear.
(17) Check the safety switch rigging as follows:

(a) Fully compress the shock strut.
(b) Allow the shock strut to extend from the fully compressed position, ensure the green test
lights are illuminated or the ohmmeter continues to indicate an open circuit until the shock
strut reaches a position 0.38 to 0.62 inch from the fully extended position. At this point, the
red test lights illuminate or the ohmmeter will indicate a closed circuit up to and including
the fully extended position.
(c) From fully extended compress the strut. The red lights of the test box will extinguish and the
green lights will illuminate or the ohmmeter indication will change from a closed circuit to an
open circuit when the shock strut reaches a position 0.38 to 2 inches from the fully extended
position. The green test lights will remain illuminated or the ohmmeter will continue to
indicate an open circuit as the shock strut is fully compressed.
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WARNING: Before removing the airplane from the jacks, make sure
that the landing gear emergency-extend hand pump
handle is in the stowed position, the plunger on the
service valve is pushed down with the hinged retainer
in place, the landing gear control handle is in the DOWN
position, the landing gear is down and locked and the
accumulator is charged to 800 ± 50 psi.
(18) For fine adjustment, use the hex head adjusting screws (13) on the switch arm (9).
NOTE: Ensure that the retaining nut (8) on the switch shaft is tight after each adjustment.
(19) Safety wire the locking nuts (12) on the switch arm (9).
(20) Connect the switch wiring to the airplane by connecting the receptacle plug located in the upper
rear of each wheel well.
(21) Perform the MAIN LANDING GEAR STRUT SERVICING procedure (Ref. 32-10-00).
Chapter 7-10-00).
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Main Gear Safety Switch Adjustment

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LANDING GEAR WARNING HORN - MAINTENANCE PRACTICES
1. Landing Gear Warning Horn

A. Check
WARNING: Do not adjust the landing gear warning horn switches using
this procedure. Perform the LANDING GEAR WARNING HORN
ADJUSTMENT procedure in this section.
(1) Perform the THREE- POINT JACKING (PREFERRED PROCEDURE) procedure (Ref. Chapter
(3) Move the Engine Power levers fully forward.
(4) Raise the landing gear electrically.
(5) Verify that flaps are in full UP position.
(6) Retard one power lever until the warning horn sounds. Advance the lever to silence the horn.
(7) Retard the opposite power lever until the warning horn sounds. Advance the lever to silence the
horn.
(8) Retard both power levers together until the warning horn sounds. Use the silence button next
to the gear selector to silence the horn, then advance the levers back to full power.
(9) Lower the flaps to the FULL DOWN position. The warning horn will activate and will continue to
sound at any power lever position.
(10) Attempt to silence the horn by using the silence button next to the gear selector. The horn shall
continue to sound. Raise flaps to 0° UP and push the warning horn silence button.
(11) Lower the landing gear electrically and make sure all three landing gear are down and locked.
Chapter 07-10-00).
B. Adjustment
A cam-operated switch is connected to each power lever linkage in the pedestal (Ref. Figure 201).
The switches are wired so that moving either or both levers beyond the safe flight setting with the gear
retracted will sound the warning horn intermittently. The airplane must be in flight when determining
the position of the power levers, which correspond 84% to 86% N1 (gas generator speed), as the ram
air effect will alter the 84% to 86% N1 position indicated during ground operation.
(1) With the airplane in flight, advance the power levers until 84% to 86% N1 is attained on each
engine.
(2) Mark the position of the power levers on the pedestal with a piece of tape. Land the airplane.
(3) Remove the lower upholstery panels from both sides of the pedestal.
(4) Place the power levers in alignment with the tape on the pedestal.
(5) Adjust the landing gear warning horn switches by moving them in their slotted mounting brackets
to just actuate in this position.
(6) Move the power levers and listen for an audible "click" when the power levers are moved aft of
the tape.
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(7) Remove the tape and install the pedestal upholstery.

(8) Flight test the airplane with the landing gear retracted and the power levers retarded until the
warning horn sounds at an N1 speed of 84% to 86%.
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Landing Gear Warning Horn Switches

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CHAPTER
33
LIGHTS
BEECHCRAFT®
MAINTENANCE MANUAL

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33-50-00 Pages 201-204 May 1/2019
33-50-01 Page 1 May 1/2019
33-50-01 Pages 201-203 May 1/2019

MAINTENANCE MANUAL

Temporary Revision
Number
BEECHCRAFT®
MAINTENANCE MANUAL
CONTENTS
LIGHTS - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-00-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-00-00 Page 1
FLIGHT COMPARTMENT LIGHTS - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . 33-10-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-10-00 Page 1
Landing Gear Indicator Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-10-00 Page 2
FLIGHT COMPARTMENT LIGHTS - TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . 33-10-00 Page 101
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-10-00 Page 101
FLIGHT COMPARTMENT LIGHTS - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . 33-10-00 Page 201
Flight Compartment Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-10-00 Page 201
ANNUNCIATOR LIGHTS - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-10-01 Page 201
Glareshield Annunciator Warning Light Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-10-01 Page 201
Annunciator Light Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-10-01 Page 201
MASTER CAUTION AND MASTER WARNING LIGHTS - MAINTENANCE PRACTICES 33-10-02 Page 201
Master Panel Lights Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-10-02 Page 201
Master Caution and Warning Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-10-02 Page 201
EXTINGUISHER PUSH/FIREWALL VALVE SWITCH - MAINTENANCE PRACTICES . . 33-10-03 Page 201
Extinguisher Push/Firewall Valve Switch Lamp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-10-03 Page 201
INSTRUMENT INDIRECT LIGHTS - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . 33-10-04 Page 201
Instrument Indirect Lights Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-10-04 Page 201
LANDING GEAR INDICATOR LIGHTS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . 33-10-05 Page 201
Landing Gear In-Transit Light Lamp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-10-05 Page 201
Landing Gear Downlock Lights Lamp (UE-1 thru UE-159). . . . . . . . . . . . . . . . . . . . . . . 33-10-05 Page 201
Landing Gear Downlock Lights Lamp (UE-160 and After) . . . . . . . . . . . . . . . . . . . . . . . 33-10-05 Page 201
Landing Gear Downlock Light Annunciator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-10-05 Page 203
MAGNETIC COMPASS LIGHT - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . 33-10-06 Page 201
Magnetic Compass Light Lamp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-10-06 Page 201
OVERHEAD FLOODLIGHTS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . 33-10-07 Page 201
Overhead Floodlights Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-10-07 Page 201
CONTROL WHEEL MAP LIGHT - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . 33-10-08 Page 201
Control Wheel Map Light Lamp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-10-08 Page 201
ELECTROLUMINESCENT PANEL - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . 33-10-09 Page 201
Subpanel Electroluminescent Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-10-09 Page 201
Overhead Light Control Electroluminescent Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-10-09 Page 201
OVERHEAD PANEL - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-10-10 Page 201
Overhead Light Dimming Transistor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-10-10 Page 201
Dimmer Switch Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-10-10 Page 201
PASSENGER COMPARTMENT LIGHTS - DESCRIPTION AND OPERATION . . . . . . . . . 33-20-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-20-00 Page 1
PASSENGER COMPARTMENT LIGHTS - MAINTENANCE PRACTICES . . . . . . . . . . . . . 33-20-00 Page 201
Cabin Reading Light Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-20-00 Page 201
Overhead Floodlight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-20-00 Page 201
Reading Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-20-00 Page 201
Forward Partition Entry Light Bulb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-20-00 Page 201
AIRSTAIR DOOR LIGHTS - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . 33-20-01 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-20-01 Page 1
BEECHCRAFT®
MAINTENANCE MANUAL
AIRSTAIR DOOR LIGHTS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . 33-20-01 Page 201

Lamp and Lampholder (Step Risers) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-20-01 Page 201
Lamp and Lampholder (Switch Panel Assembly) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-20-01 Page 201
Push-Button Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-20-01 Page 201
Slide Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-20-01 Page 201
BAGGAGE/CARGO COMPARTMENT LIGHTS - DESCRIPTION AND OPERATION . . . 33-30-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-30-00 Page 1
BAGGAGE/CARGO COMPARTMENT LIGHTS - MAINTENANCE PRACTICES . . . . . . . 33-30-00 Page 201
Cargo Compartment Light Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-30-00 Page 201
Baggage/Cargo Compartment Light Lamp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-30-00 Page 201
EXTERIOR LIGHTS - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-40-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-40-00 Page 1
EXTERIOR LIGHTS - TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-40-00 Page 101
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-40-00 Page 101
EXTERIOR LIGHTS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-40-00 Page 201
Strobe Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-40-00 Page 201
RECOGNITION LIGHTS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-40-01 Page 201
Recognition Light Lampholder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-40-01 Page 201
Recognition Light Lamp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-40-01 Page 201
NAVIGATION LIGHTS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-40-02 Page 201
Wing Tip Navigation Light Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-40-02 Page 201
Navigation Light Lamp (Wing) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-40-02 Page 201
Upper Empennage Navigation Light Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-40-02 Page 201
Navigation Light Lamp (Tail). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-40-02 Page 201
TAXI LIGHTS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-40-03 Page 201
Taxi Light Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-40-03 Page 201
Taxi Light Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-40-03 Page 201
Taxi Light. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-40-03 Page 201
LANDING LIGHT - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-40-04 Page 201
Landing Light Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-40-04 Page 201
WING ICE LIGHT - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-40-05 Page 201
Wing Ice Light Wire Harness Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-40-05 Page 201
Wing Ice Light Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-40-05 Page 201
TAIL FLOODLIGHT (FLUSH MOUNTED) - MAINTENANCE PRACTICES. . . . . . . . . . . . . 33-40-06 Page 201
Tail Floodlight Assembly (Flush Mounted) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-40-06 Page 201
Tail Floodlight Lamp (Flush Mounted) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-40-06 Page 201
TAIL FLOODLIGHT (SURFACE MOUNTED) - MAINTENANCE PRACTICES. . . . . . . . . . 33-40-07 Page 201
Tail Floodlight Assembly (Surface Mounted) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-40-07 Page 201
Tail Floodlight Lamp (Surface Mounted) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-40-07 Page 201
ANTI-COLLISION BEACON - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . 33-40-08 Page 201
Anti-Collision Beacon Lampholder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-40-08 Page 201
Anti-Collision Beacon Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-40-08 Page 201
EMERGENCY EXIT LIGHTING SYSTEMS - DESCRIPTION AND OPERATION . . . . . . . 33-50-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-50-00 Page 1
BEECHCRAFT®
MAINTENANCE MANUAL
EMERGENCY EXIT LIGHTING SYSTEMS - MAINTENANCE PRACTICES . . . . . . . . . . . 33-50-00 Page 201

Emergency EXit Lighting System (Optional Installation with External Flood Lights)
(UE-1 and after) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-50-00 Page 201
Emergency Exit Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-50-00 Page 201
Emergency Battery Pack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-50-00 Page 201
JAR-OPS Emergency EXit Lighting System (Optional on UE-185 and after, installed
at factory or with Kit 129-5314-1). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-50-00 Page 202
Emergency Exit Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-50-00 Page 202
SELF-ILLUMINATED SIGNS - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . 33-50-01 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-50-01 Page 1
SELF-ILLUMINATED SIGNS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . 33-50-01 Page 201
Self-Illuminated Exit Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-50-01 Page 201
BEECHCRAFT®
MAINTENANCE MANUAL
LIGHTS - GENERAL
1. General
A. Flight Compartment Lights
Flight compartment lighting consists of annunciator panel lights, electroluminescent panels,
indicator lights, fire extinguisher pull-handle lights and the landing gear control-handle light. The
lights are controlled by switches (variable potentiometers) located on the overhead light control
panel. These switches receive power from the master panel lights switch. Power supplies for the
electroluminescent panel dimmer circuits and the engine instrument lights dimmer circuit are located
on the cabin forward electrical equipment panel. There is additional information on the power supply
for the electroluminescent panels (Ref. Model 1900 Series Airliner Component Maintenance Manual,
P/N 114-590021-11).
NOTE: When the term "underfloor circuit breaker" is referred to in this chapter, it is in reference
to the circuit breaker panel located under the cabin floor at the airplane centerline
between fuselage stations 150.60 and 163.975 (under access panel 133ATC) (Ref.
Chapter 06-50-00).
The annunciator lights consist of the lights associated with the central warning system described in
Chapter 31-50-00. The annunciator lights include a warning annunciator panel (with red readouts)
centrally located on the glareshield, and a caution/advisory/status annunciator panel, (caution-yellow,
advisory-green, status-white) located below the center of the instrument panel. Adjacent to the
warning annunciator panel on the glareshield is a press-to-test switch. This switch is used to test the
annunciator lights and the pilot's and copilot's master warning and caution flashers.
The annunciator panel lights are designed for high and low level illumination. The illumination level is
controlled by a light sensor located in the overhead control panel.
B. Landing Gear In-Transit Indicator Light
The gear-in-transit indicator light is in the landing gear control handle and is activated when the landing
gear control switch is moved to the up or down position. This light remains on while the landing gear
is in-transit and is extinguished by the uplock or downlock switches.
C. Landing Gear Downlock Indicators (Effectivity: UE-1 thru UE-159)
The three downlock indicator lights are located on the LH inboard subpanel and illuminate when the
associated downlock switch activates. These lights will remain illuminated as long as the landing gear
is properly extended.
D. Landing Gear Downlock Indicators (Effectivity: UE-160 and After)
The three downlock indicator lights are located on the LH inboard subpanel and illuminate when the
associated downlock switch activates. These lights will remain illuminated as long as the landing
gear is properly extended. These lights are designed for increased service life and, as such, the
entire annunciator module must be replaced when a lamp becomes defective (Ref. 33-10-05).
E. Flight Instrument Lights
The flight instrument lights are powered from the L GEN bus through the FLT INSTR LIGHT circuit
breaker located in the underfloor circuit breaker panel. The lights are switched through the MASTER
PANEL LIGHTS switch located on the overhead control panel.
The flight instrument lights consist of the various lighting systems as determined by the instrument
installations. Instrument light level is controlled by the PILOT and COPILOT FLIGHT LIGHTS
potentiometers located on the overhead control panel.
F. Engine Instrument Lights
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MAINTENANCE MANUAL
The engine instrument lights are powered from the L GEN bus through the ENG INST & RADIO LIGHT
circuit breaker located in the underfloor circuit breaker panel. The lights are switched through the
MASTER PANEL LIGHTS switch located on the overhead control panel. Light level of the engine
instrument lights is controlled through the ENGINE INSTRUMENT LIGHTS potentiometer located on
the overhead control panel.
G. Avionics Panel Lights
The avionics panel lights are powered from the L GEN bus through the ENG INSTR & RADIO LIGHT
MASTER PANEL LIGHTS switch located on the overhead control panel. Light level of the avionics
panel lights is controlled through the AVIONICS PANEL LIGHTS potentiometer located on the
overhead control panel.
H. Overhead Floodlights
The overhead floodlights are powered from the R GEN bus through the OVERHEAD, SUBPANEL
AND CONSOLE LIGHTS circuit breaker, located in the underfloor circuit breaker panel. The lights
are switched through the MASTER PANEL LIGHTS switch located on the overhead control panel.
The two overhead floodlights are located in the flight compartment headliner above the pilot's and
copilot's stations. Light level is controlled by the OVERHEAD FLOOD LIGHT potentiometer located
on the overhead control panel.
I. Instrument Indirect Lights
The instrument indirect lights consist of ten lamps mounted under the glareshield to illuminate the
instrument panel. During normal/in-flight operation, the instrument indirect lights are powered from
the triple-fed bus through the INSTRUMENT INDIRECT LIGHTS circuit breaker located on the RH
circuit breaker panel. The lights can be dimmed through the INSTRUMENT INDIRECT LIGHTS
potentiometer located on the overhead control panel.
Four of the instrument indirect lights can be controlled by the INSTRUMENT EMERGENCY LIGHTS
switch located on the overhead instrument panel. The emergency lights are supplied power through
the hot battery bus.
J. Edgelighted Panel Lights
The edgelighted panel lights are powered from the R GEN bus through the EDGELIGHT circuit breaker
located in the underfloor circuit breaker panel. The lights are switched through the MASTER PANEL
LIGHTS switch located on the overhead control panel. Light level of the panels is controlled through
the EDGELIGHT PANEL LIGHTS potentiometer located on the overhead control panel.
K. Overhead, Sidepanel, Subpanel and Console Indirect Lights
The sidepanel, subpanel, and console instrument lights are powered from the R GEN bus through
the OVERHEAD, SUBPANEL AND CONSOLE LIGHTS circuit breaker, located in the underfloor
circuit breaker panel. The lights are powered through the MASTER PANEL LIGHT switch located
on the overhead control panel. The light level is controlled through the OVERHEAD, SIDE PANEL,
SUBPANEL AND CONSOLE IND LIGHTS potentiometer located on the overhead control panel.
L. Passenger Compartment Lights
Passenger compartment lighting consists of entry way and aisle lighting, overhead floodlights, reading
lights and NO SMOKING/FASTEN SEAT BELT (ordinance signs). Lights located in the airstair door
can be controlled by a switch located on the side of the airstair doorstep. A door-lock light may be
illuminated by pressing a switch located adjacent to the entry lights switch. The overhead floodlights,
reading lights, and ordinance signs are controlled by switches located on the overhead light control
panel in the flight compartment. The reading lights are equipped with individual push-button switches
which allow the seat occupant to extinguish the light when desired.
M. Emergency Cabin Lights
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MAINTENANCE MANUAL
The emergency lights are an optional installation that assure adequate lighting during emergency
situations. Three power supply units supply energy for the overhead floodlights in the cabin and
cockpit, the escape hatch lights and the cabin door light.
The emergency lights illuminate automatically when electrical power for the lighting system is lost.
Switches on the overhead panel provide manual control and a test function for the system.
N. Cargo/Baggage Compartment Lights
The aft cargo/baggage compartment light is controlled by the cargo door-latch switches and a switch
at the lower forward cargo door opening. The compartment lights can be extinguished by the switch
at the lower forward door opening. However, the light cannot be accidentally left illuminated because
the door switch interrupts power to the light circuit when the door is closed and locked.
O. Exterior Lights
The 1900D is equipped with a standard light package that consists of navigation lights, landing lights,
wing ice lights, and a taxi light.
The optional light systems consist of recognition lights installed in each of the winglets, oscillating
beacons installed on the upper center of the horizontal stabilizer and on the bottom of the fuselage,
strobe lights installed on the outboard side of the winglets and logo lights installed on the lower side
of the horizontal stabilizer.
P. Special Tools and Recommended Materials
Aviation Inc. (TAI). The products included in these Tables have been tested and approved for aviation
use by TAI, by the supplier, or by compliance with the applicable specifications. Generic or locally
manufactured products which conform to the requirements of the specification listed may be used even
though not included in the Tables. Only the basic number of each specification is listed. No attempt
mechanic to determine the current revision of the applicable specification prior to using the product

1. Bulb 581-901 Eaton Corp, Ford Road Lamp replacement in the
Replacement Denville, NJ 07634 landing gear downlock
Tool indicators.
Self-Powered Lighting
DB-45-B1 Inc., 8 Westchester Plaza,
Elmsford, New York 10523
2. T-light SRB Technologies For checking illuminated
Comparator Phone: (336) 659-2610 Toll sign brightness.
Free: (800) 552-0098
9045001
Fax: (336) 768-7720
Email:
sales@srbtechnologies.com
33-00-00 Page 3
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1. Cleaner TT-I-735 Isopropyl Alcohol Obtain Locally
2. Sealer EC-1792 Minnesota Mining and
Manufacturing Co., St.
Paul, MN 55144
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FLIGHT COMPARTMENT LIGHTS - DESCRIPTION AND OPERATION
1. General
Table 1. LAMP REPLACEMENT GUIDE
LIGHT DESCRIPTION LAMP P/N

Annunciator Panel Lights Warning, Caution, and Advisory 327AS15
Autofeather Repeater Light "AFX" 327
Engine Fire Warning Lights 327
Engine Fire Extinguisher Pull 327
Handle Lights
Instrument Indirect Lights Glareshield 1864
Instrument Direct Lights 327
Landing Gear Control Handle Light 327
Landing Gear Downlock Indicator 951-F04
Lights (UE-1 thru UE-159). Use
lamp P/N 327 if P/N 91-42291-2
annunciator assembly is installed
as a spares replacement.
Landing Gear Downlock Indicator Nose 351-36757-105
Lights (UE-160 thru UE-275). Use LH & RH 351-36757-104
lamp P/N 327 if P/N 91-42291-2
annunciator assembly is installed
as a spares replacement.
Landing Gear Downlock Indicator Nose 327
Lights (UE-276 and After) LH & RH 327
Map Light Control Wheel 1495
Map Overhead Light 303X
Master Caution Light Yellow 327
Master Warning Light Red 327
Outside Air Temperature Indicator 327
Lights
Standby Compass Light 327
The luminous level of the pilot's flight lights, the engine instrument lights, the avionics panel lights, the
overhead floodlights, the instrument indirect lights, the edgelight (electroluminescent) panel lights, the
overhead, sidepanel and console indicator lights and the copilot's flight lights are controlled by switches
(variable potentiometers) located on the overhead light control panel. These switches receive power from
the master panel lights switch. Power supplies for the electroluminescent panel dimmer circuits and the
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engine instrument lights dimmer circuit are located on the forward cabin electrical equipment panel. Refer
to the Model 1900 Series Airliner Component Maintenance Manual, P/N 114-590021-11. Therein is
included additional information on the power supply for the electroluminescent panels.
A. Annunciator System
NOTE: When the term "underfloor circuit breaker" is referred to in this chapter, it is in reference
to the circuit breaker panel located under the cabin floor at the airplane centerline
between fuselage stations 150.60 and 163.975 (under access panel 133ATC) (Ref.
Chapter 06-50-00).
The annunciator lights consist of the lights associated with the central warning system described in
Chapter 31-50-00. The annunciator lights include a warning annunciator panel (with red readouts)
centrally located in the glareshield, and a caution/advisory/status annunciator panel, (caution-yellow,
advisory-green, status-white) located below the center of the instrument panel. Adjacent to the
warning annunciator panel on the glareshield is a press-to-test switch. This switch is used to test the
annunciator lights and the pilot's and copilot's master warning and caution flashers.
The annunciator panel lights are designed for high and low level illumination. The illumination level is
controlled by a light sensor located in the overhead control panel.
2. Landing Gear Indicator Lights

A. Landing Gear In-Transit Indicator Light
The gear-in-transit indicator light is in the landing gear control handle. This light is activated when the
landing gear control switch is moved to the up or down position, remains on while the landing gear is
in transit, and is extinguished by the uplock or downlock switches.
B. Landing Gear Downlock Indicator Lights (UE-1 thru UE-159)
The three downlock indicator lights are on the LH inboard subpanel. Illumination of each downlock
indicator light occurs when the associated downlock switch activates. The lights will remain illuminated
as long as the landing gear is properly extended. The lamp bulbs can be removed from the annunciator
modules and replaced.
C. Landing Gear Downlock Indicator Lights (UE-160 thru UE-275)
as long as the landing gear is properly extended. These lights are designed for increased service life
and, as such, the lamp bulbs cannot be replaced individually. The entire annunciator module must be
replaced when a lamp burns out (Ref. 33-10-05).
D. Landing Gear Downlock Indicator Lights (UE-276 and After)
as long as the landing gear is properly extended. The lamp bulbs can be removed from the annunciator
modules and replaced.
E. Flight Instrument Lights
The flight instrument lights are powered from the L GEN bus through the FLT INSTR LIGHT circuit
breaker located in the underfloor circuit breaker panel. The lights are switched through the MASTER
PANEL LIGHTS switch located on the overhead control panel.
The flight instrument lights consist of the various lighting systems as determined by the instrument
installations. Instrument light level is controlled by the PILOT and COPILOT FLIGHT LIGHTS
potentiometers located on the overhead control panel.
F. Engine Instrument Lights
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The engine instrument lights are powered from the L GEN bus through the ENG INST & RADIO LIGHT
MASTER PANEL LIGHTS switch located on the overhead control panel. Light level of the engine
instrument lights is controlled through the ENGINE INSTRUMENT LIGHTS potentiometer located on
the overhead control panel.
G. Avionics Panel Lights
The avionics panel lights are powered from the L GEN bus through the ENG INSTR & RADIO LIGHT
MASTER PANEL LIGHTS switch located on the overhead control panel. Light level of the avionics
panel lights is controlled through the AVIONICS PANEL LIGHTS potentiometer located on the
overhead control panel.
H. Overhead Floodlights
The overhead floodlights are powered from the R GEN bus through the OVERHEAD, SUBPANEL
AND CONSOLE LIGHTS circuit breaker, located in the underfloor circuit breaker panel. The lights
are switched through the MASTER PANEL LIGHTS switch located on the overhead control panel.
The two overhead floodlights are located in the flight compartment headliner above the pilot's and
copilot's stations. Light level is controlled by the OVERHEAD FLOOD LIGHT potentiometer located
on the overhead control panel.
I. Instrument Indirect Lights
The instrument indirect lights consist of ten lamps mounted under the glareshield to illuminate the
instrument panel. During normal/in-flight operation, the instrument indirect lights are powered from
the triple-fed bus through the INSTRUMENT INDIRECT LIGHTS circuit breaker located on the RH
circuit breaker panel. The lights can be dimmed through the INSTRUMENT INDIRECT LIGHTS
potentiometer located on the overhead control panel.
Four of the instrument indirect lights can be controlled by the INSTRUMENT EMERGENCY LIGHTS
switch located on the overhead instrument panel. The emergency lights are supplied power through
the hot battery bus.
J. Edgelighted Panel Lights
The edgelighted panel lights are powered from the R GEN bus through the EDGELIGHT circuit breaker
located in the underfloor circuit breaker panel. The lights are switched through the MASTER PANEL
LIGHTS switch located on the overhead control panel. Light level of the panels is controlled through
the EDGELIGHT PANEL LIGHTS potentiometer located on the overhead control panel.
K. Overhead, Sidepanel, Subpanel and Console Indirect Lights
The sidepanel, subpanel, and console instrument lights are powered from the R GEN bus through
the OVERHEAD, SUBPANEL AND CONSOLE LIGHTS circuit breaker, located in the underfloor
circuit breaker panel. The lights are powered through the MASTER PANEL LIGHT switch located
on the overhead control panel. The light level is controlled through the OVERHEAD, SIDE PANEL,
SUBPANEL AND CONSOLE IND LIGHTS potentiometer located on the overhead control panel.
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FLIGHT COMPARTMENT LIGHTS - TROUBLESHOOTING
1. General
A. Flight Compartment Lights
Most troubleshooting of the cockpit lights will consist of lamp replacement. If a substitution of the lamp
does not solve the problem, check all connections in the wiring to the lamp holder. A loose, corroded,
or damaged pin connection often causes light failure.
Troubleshooting instrument panel display units and control panels that have lighting as an integral part
of their design requires manufacturer's documentation. Refer to the Collins Avionics System Manual
(522-2638-006 or 073-0045-00). When troubleshooting electroluminescent panels, note the following:
(1) A short in one electroluminescent panel or a faulty power supply will prevent all of the
electroluminescent panels in that circuit from illuminating.
(2) Disconnect the output connector at the power supply to check power supply output. Use a
potentiometer to vary output of the power supply.
(3) If the power supply output is correct, check each individual electroluminescent panel by isolating
it from the other panels in the circuit and applying the correct operating voltage.
(4) Electroluminescent panels cannot be repaired; therefore, replacement is the only option if the
panel fails to illuminate.
(5) If the annunciators fail to illuminate when the test button is pushed, the trouble is probably in the
power supply. Check the circuit breaker on the RH circuit breaker panel. If the circuit breaker
is properly closed, check for 28 Volts at pin 8 on the annunciator control module and pins 1 and
2 on the annunciator legend power source module. There are troubleshooting procedures for
individual annunciator circuits (Ref. Chapter 31).
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FLIGHT COMPARTMENT LIGHTS - MAINTENANCE PRACTICES
1. Flight Compartment Lights

Always use the proper replacement lamp. The lamp number can be determined from markings on the
base of the lamp or from a Table. Refer to the LAMP REPLACEMENT GUIDE in this chapter. Visually
inspect the new lamp for a properly formed glass envelope. If it is distorted or misaligned with the lamp
base, discard and replace the lamp.
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ANNUNCIATOR LIGHTS - MAINTENANCE PRACTICES
1. Glareshield Annunciator Warning Light Panel

A. Removal
(1) Remove the cover plate on top of the light panel by removing the four screws that attach it to
the glareshield.
(2) Remove the two screws from the front panel that secure the annunciator panel to it.
(3) Carefully lift the annunciator panel from the backside of the face panel and disconnect the
electrical connection from the back of the annunciator panel.
B. Installation
(1) Connect the electrical connection to the back of the annunciator panel and carefully position it
into the front panel from the back side.
(2) Secure the annunciator panel to the front panel with the two screws previously removed.
(3) Install the cover plate onto the glareshield and secure with its four screws.
2. Annunciator Light Lamp

A. Replacement
(2) Push in on the legend plate. It will spring forward when released (Ref. Figure 201).
NOTE: Pull on the legend plate with fingers only. Damage to the legend plate may occur if
tools such as pliers are used for removal.
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Annunciator Light
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MASTER CAUTION AND MASTER WARNING LIGHTS - MAINTENANCE PRACTICES
1. Master Panel Lights Switch

A. Replacement
(2) Loosen the set screws and remove the rheostat selector knobs from the overhead panel controls.
CAUTION: When performing maintenance around electroluminescent panels,

take precautions not to scratch or damage the panels.
(3) Remove the eight electroluminescent panel mounting screws.
(4) The overhead panel switch assembly is hinged and will swing down once the electroluminescent
panel is removed. Pull it down far enough to access the MASTER PANEL LIGHTS switch.
(5) Disconnect and tag the MASTER PANEL LIGHTS switch wiring.
(6) Remove the two screws, washers and nuts attaching the master panel light switch to the
overhead switch panel assembly.
(7) Remove the existing switch and align the new one with the mounting holes in the overhead
panel.
(8) Install the mounting screws from the front side of the panel.
(9) Install the washers and nuts on the screws.
(10) Connect the MASTER PANEL LIGHTS switch wiring according to tags or the Model 1900D
Airliner Wiring Diagram Manual.
(11) Fold the hinges back to position the overhead switch panel assembly, then align the
electroluminescent panel over it.
(12) Install all rheostat selector knobs on the appropriate post and secure by tightening the knob set
screws.
2. Master Caution and Warning Lamp

A. Replacement
(2) Grasp the finger grips on the side of the legend face and pull outward to remove the lamp holder.
(Ref. Figure 201).
(3) Extract both lamps from the lamp holder with fingers or a small screwdriver. Always replace the
lamps as a set.
(4) Insert the new lamps in the lamp holder.
(5) Push the lamp holder back into the switch body until it clicks and locks into place.
NOTE: Ensure that the legend face is not upside down.
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Master Caution/Warning Light Replacement

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EXTINGUISHER PUSH/FIREWALL VALVE SWITCH - MAINTENANCE PRACTICES
1. Extinguisher Push/Firewall Valve Switch Lamp

A. Replacement
CAUTION: Failure to disconnect the battery from the "hot" battery bus before
lamp replacement may result in accidental discharge of the engine fire
extinguishers or closing of the firewall valves.
(3) Remove the copper safety wire from the clear plastic guard. Flip the clear plastic guard up,
grasp the finger grips on the sides of the legend face, and pull outward (Ref. Figure 201).
(4) While fully extended, rotate the legend face a 1/4 turn in either direction.
(5) Push in on the legend face to release the lamp holder tabs from their slots.
(6) Pull the lamp holder out and swivel it down to access the lamps.
(7) Remove colored boots from the lamps as required.
(8) Extract the four lamps from the lamp holder with fingers or a small screwdriver. Always replace
the lamps as a set.
(9) Install the new lamps.
(10) Fully extend the legend face to engage the tab cam.
(11) Retract the tabs with the tab cam by rotating the legend face 1/4 turn in either direction.
(12) Once the tabs are retracted, swivel the lamp holder up and slide it all the way into the switch
body.
NOTE: Install the legend face with the nomenclature facing upright. The lamp holder will
not seat properly if the legend face is inverted.
(13) Extend the tabs by rotating the legend face 1/4 turn. The lamp holder will lock into place as the
tabs extend.
(14) Push the legend face into the switch body until it clicks. An audible click indicates the legend
face has locked in place.
(15) Safety wire the clear plastic guard closed with 30 gage (0.010 diameter) copper safety wire.
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Fire Extinguisher and Firewall Valve Switch

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INSTRUMENT INDIRECT LIGHTS - MAINTENANCE PRACTICES
1. Instrument Indirect Lights Lamp

A. Replacement
(2) Perform DISCONNECTING THE GROUND POWER UNIT procedure (Ref. Chapter 24-40-00).
(3) Locate the defective bulb (3) under the glareshield (1) (Ref. Figure 201).
(4) Remove the bulb (3) from the bulb socket (4).
(5) Slide the blue filter (2) off from the defective bulb (3).
(6) Slide blue filter (2) over new bulb (3) and install bulb into the bulb socket (4) by pushing in and
rotating bulb clockwise until the bulb securely locks into place.
(7) Perform CONNECTING THE GROUND POWER UNIT procedure (Ref. Chapter 24-40-00).
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Instrument Indirect Lights

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LANDING GEAR INDICATOR LIGHTS - MAINTENANCE PRACTICES
1. Landing Gear In-Transit Light Lamp

A. Replacement
WARNING: When replacing bulbs, never move the landing gear handle
from the extended (down) position.
(2) Unscrew the filter cap (2) from the knob assembly (5) and remove the defective bulb (3) (Ref.
Figure 201).
(3) Install a new bulb (3) into the filter cap (2) and insert filter cap into the receptacle (4).
(4) Screw the filter cap (2) into the knob assembly (5).
WARNING: Verify the landing gear switch handle is in the extended (down)
position before restoring electrical power to the airplane.
(5) Apply electrical power to the airplane and verify operation of the bulb (3).
2. Landing Gear Downlock Lights Lamp (UE-1 thru UE-159)

A. Replacement
WARNING: When replacing lamps, never move the landing gear handle from
the extended (down) position.
(2) Pull the annunciator module from the annunciator assembly (Ref. Figure 202).
CAUTION: Any time this annunciator is removed, perform LANDING GEAR

DOWNLOCK LIGHT ANNUNCIATOR FUNCTIONAL CHECK.
(3) Remove and replace the defective lamp (Ref. Table 1, 33-10-00).
(4) Ensure proper orientation of the annunciator module and press it firmly into the annunciator
assembly.
(5) Apply power to the airplane and verify operation of the annunciator.
3. Landing Gear Downlock Lights Lamp (UE-160 and After)

A. Replacement
CAUTION: Any time this annunciator is removed, perform LANDING GEAR

DOWNLOCK LIGHT ANNUNCIATOR FUNCTIONAL CHECK.
(3) Replace the defective annunciator module (Ref. Table 1, 33-10-00).
(4) Insert the new annunciator module into the annunciator assembly.
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Landing Gear In-Transit Light Lamp Replacement

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(5) Ensure proper orientation of the annunciator module and press it firmly into the annunciator
assembly.
(6) Apply power to the airplane and verify operation of the annunciator.
4. Landing Gear Downlock Light Annunciator

A. Functional Check
(3) Remove one bulb at a time and shine a flashlight from the back of the annunciator forward.
(4) Ensure that the appropriate portion of the annunciator illuminates at the location where the bulb
is removed.
NOTE: The annunciator has dividers installed to block the light between the LH and the
RH portion of the annunciator. The nose location, either bulb, will light the entire
NOSE section.
(5) Continue checking until all of the removed bulb locations are checked.
(6) Install all bulbs and install annunciator assembly.
(7) Restore power to the airplane and verify all bulbs are illuminated.
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Landing Gear Downlock Annunciator Location

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MAGNETIC COMPASS LIGHT - MAINTENANCE PRACTICES
1. Magnetic Compass Light Lamp

A. Replacement
(2) Swivel the shield over the lamp upward and remove the defective lamp (Ref. Figure 201).
(3) Install a new lamp in the knob assembly.
(4) Swivel the shield down over the lamp.
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Magnetic Compass Light Lamp Replacement

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OVERHEAD FLOODLIGHTS - MAINTENANCE PRACTICES
1. Overhead Floodlights Lamp

A. Replacement
(1) Pull the lens and lens holder out of the light assembly (Ref. Figure 201).
(2) Remove the old lamp and insert a new lamp.
(3) Insert the lens and lens holder in the light assembly and push it into place.
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Overhead Floodlights Lamp Replacement

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CONTROL WHEEL MAP LIGHT - MAINTENANCE PRACTICES
1. Control Wheel Map Light Lamp

A. Replacement
(2) Remove the two screws in the center piece of the control wheel (Ref. Figure 201).
(3) Remove the map light lamp from the lamp holder in the interior of the control wheel.
(4) Install a new map light lamp.
(5) Replace the two screws in the center piece of the control wheel.
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Control Wheel Map Light

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ELECTROLUMINESCENT PANEL - MAINTENANCE PRACTICES
1. Subpanel Electroluminescent Panel

A. Removal
WARNING: When removing knobs from the subpanel controls, ensure

that all electrical power has been removed from the airplane
to prevent accidental operation of any airplane systems.

NOTE: Removal of the instrument panel electroluminescent panels is the same for all
panels with the exception of removing the different knobs.
(2) Loosen the set screws and remove the knobs obstructing removal of the desired
electroluminescent panel.
(3) Remove all the electroluminescent panel attaching screws and remove the electroluminescent
panel.
B. Installation
CAUTION: When performing maintenance around electroluminescent panels, take

precautions not to scratch or damage the panels.
(1) Align the new electroluminescent panel with its subpanel.
(2) Carefully match the power plug on the panel to the receptacle.
(3) Install the mounting screws.
(4) Install any knobs that were previously removed and tighten the set screws.
2. Overhead Light Control Electroluminescent Panel

A. Removal
(2) Loosen the set screws and remove the rheostat selector knobs from the overhead panel controls.

(3) Remove the eight electroluminescent panel mounting screws and remove the
electroluminescent panel.
(4) The overhead light control panel assembly is hinged and will swing down once the
electroluminescent panel is removed. Pull it down far enough to access the potentiometers
and switches.
(5) Disconnect the electrical connector to the potentiometer module assembly or disconnect and
tag the leads to the applicable switch or potentiometer.
(6) Remove the nut and key washer from the applicable potentiometers or switch, and remove it
from the back side of the panel.
NOTE: Mounting hardware for all eight potentiometers on the potentiometer module
assembly must be removed before the module assembly can be removed from
the overhead switch panel assembly.
B. Installation
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CAUTION: When performing maintenance around electroluminescent panels, take

precautions not to scratch or damage the panels.
(1) Align the potentiometer or switch shafts with applicable overhead switch panel mounting holes.
NOTE: After the potentiometer shafts are aligned with the overhead switch panel assembly
holes, mount the hardware for all eight potentiometers on the potentiometer module
assembly.
(2) Install a key washer and nut on each shaft.

(3) Connect the electrical connector to the potentiometer module assemble or, connect the wiring to
the new switch or potentiometer according to tags or the Model 1900D Airliner Wiring Diagram
Manual.
(4) Fold the hinges back to position the overhead switch panel assembly, then align the
electroluminescent panel over it.

(5) Ensure that the electroluminescent panel power receptacle is connected, then install the eight
mounting screws.
NOTE: Install the screws at the top of the edgelit panel first. The screws at the top of the
panel are used to secure the panel to the headliner.
(6) Install all rheostat selector knobs on the appropriate post and secure by tightening the knob set
screws.
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OVERHEAD PANEL - MAINTENANCE PRACTICES
1. Overhead Light Dimming Transistor

A. Removal
(1) Remove the two upper corner screws from the overhead light control panel and allow the panel
to swing down on the hinge.
(2) Remove the two screws securing the transistor to the bracket and carefully remove the transistor
from the bracket.
(3) Disconnect all wiring to the transistor.
B. Installation
(1) Connect all wiring to the transistor.
(2) Carefully position the transistor into the bracket and secure it with its two screws.
(3) Position the overhead light control panel into the headliner and secure with the two upper corner
screws.
2. Dimmer Switch Power Supply

A. Removal
(1) Remove the center aisle carpet and floorboards as required to gain access to the area (133ATC,
Chapter 6-50-00) between fuselage stations 163.975 and 177.35.
(2) Remove the electrical connector from the power supply.
(3) Remove the two screws and washers that secure power supply to the electrical equipment panel.
B. Installation
(1) Install the power supply on the electrical equipment panel and secure with the attaching screws
and washers.
(2) Install the electrical connector on power supply.
(3) Install the floorboards and carpet.
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PASSENGER COMPARTMENT LIGHTS - DESCRIPTION AND OPERATION
1. General
Passenger compartment lighting consists of entry way and aisle lighting, overhead lighting, reading lights
and warning lights. Lights located in the airstair door and door post can be controlled by a switch located
on the side of the airstair door step. A door-lock light may be illuminated by pressing a switch located
adjacent to the entry lights switch. The overhead flood lights, reading lights, the under seat aisle lights
and the lights in the no smoking/fasten seat belt signs are controlled by switches located on the overhead
light control panel in the flight compartment. The reading lights may be switched off by push button
switches located adjacent to the lights. However, power must be supplied through the overhead light
control panel before the reading light can be illuminated.
Table 1. Lamp Replacement Guide
Location Part Number

Aft Dome Light 303X
Airstair Door Step Light 1864
Airstair Door Lock Light 1864
Aisle Entry Light 303X
No Smoking/Fasten Seat Belt Signs 1202-300
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PASSENGER COMPARTMENT LIGHTS - MAINTENANCE PRACTICES
1. Cabin Reading Light Lamp

A. Replacement
(1) Utilizing an allen wrench of the appropriate size, remove the two allen head screws (3) from the
sides of the reading light lens (14) (Ref. Figure 201).
(2) Press down on the bulb (8) and turn counterclockwise until movement ceases (approximately
1/8 of a full rotation) then pull the bulb out of the reading light assembly (7).
(3) Place a new bulb (8) in the reading light assembly (7) and gently press it down and rotate it
clockwise until the bulb is securely locked.
(4) Position the reading light lens assembly (14) on the escutcheon and install the allen head screws
(3).
2. Overhead Floodlight
A. Replacement
(1) Utilizing an appropriately sized allen wrench, remove the two allen head screws (13) from upper
and lower side of the floodlight lens assembly (12). Remove the floodlight lens assembly from
the escutcheon (Ref. Figure 201).
(2) Gently press down on the bulb (10) and turn it counterclockwise (approximately 1/8 rotation)
then pull the bulb out of the floodlight assembly (9).
(3) Place a new bulb (10) in the floodlight assembly (9) and press it down; turn it clockwise until the
bulb is securely locked in the floodlight assembly.
(4) Position the floodlight lens assembly (12) on the escutcheon and install the allen head screws
(13).
3. Reading Light Switch

A. Replacement
(2) Remove the two allen head screws (1) that secure the switch escutheon (2) to the personal
service unit (Ref. Figure 201).
(3) Lift the switch escutcheon (2) away from the overhead panel just enough to gain access to the
reading light switch (5).
CAUTION: To prevent oxygen line damage use prudent care when working with
the personal service units.
(4) Remove the two screws that connect the wiring terminals to the reading light switch (5).
(5) Remove the nut and washer that secure the reading light switch (5) to the switch escutcheon (2).
(6) Pull the reading light switch (5) out of the switch escutcheon (2).
(7) Position a new reading light switch (5) in the switch escutcheon (2) and install the washer and
nut.
(8) Connect the electrical terminals to the reading light switch (5).
(9) Position the switch escutcheon (2) in the personal service panel install the two attaching allen
head screws (1).
4. Forward Partition Entry Light Bulb

A. Replacement
(1) Remove the attaching screws and lamp holder cover from the forward cabin partition (Ref. Figure
202).
(2) Remove the bulb by pressing it into the socket and turning it counterclockwise.
(3) Install a new bulb in the socket and press it down, and turn it clockwise until the bulb is securely
locked in the socket.
(4) Install the lamp holder in place on the partition then secure with the attaching screws.
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Passenger Compartment Lamp Replacement - Overhead Floodlights and Reading Lights

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Forward Partition Entry Light

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AIRSTAIR DOOR LIGHTS - DESCRIPTION AND OPERATION
1. General
A. The top four steps on the airstair door contain a light fixture mounted in the riser. A fifth light is installed
on the hinge assembly above the top step. Each lamp is protected by a high-impact plastic lens. These
lights are controlled by a slide-switch installed on the forward end of the second step from the top.
This switch does not receive power until the door opens far enough to activate the door ajar switch,
which is located at the bottom of the extended airstair door. When this door-ajar switch activates,
it also REMOVES power from the door lock illumination light switch (Ref. Figure 201, Maintenance
Practices section).
B. The door-lock-illumination light (two lamps, installed together) and the push button control switch are
installed with the airstair door lights switch. The door-lock-illumination light is used to locate the door
lock under low-light conditions, and will remain illuminated as long as the push button is held in.
C. Power for the airstair door lights comes from the battery bus through fuse F126. This is a 5A fuse
located on fuse block A232, near the battery under access cover 611BT (Ref. Chapter 06-50-00).
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AIRSTAIR DOOR LIGHTS - MAINTENANCE PRACTICES
1. Lamp and Lampholder (Step Risers)

A. Replacement
(2) Remove the four attach screws from the step riser and remove the lens retainer and lens (Ref.
Figure 201).
(3) Reach into the lamp holder opening in the riser and slide the lamp holder clip down and gently
pull it from the riser.
(4) If only the lamp is being replaced, press it into the lamp holder, turn it counterclockwise to release
it, then pull it from the lamp holder.
(5) If the lamp holder is being replaced, remove it from the wiring harness and replace it.
(6) Install the lamp by pressing it into the lamp holder, turning it clockwise, then releasing it.
(7) Verify the lamp is secure in the lamp holder.
(8) Feed the lamp holder wiring into the opening in the riser and install the lamp holder by sliding
the clip up; into position in the riser.
(9) Position the lens and lens retainer onto the riser and secure them with the four attach screws.
(10) Apply power and verify operation of the airstair door lights.
2. Lamp and Lampholder (Switch Panel Assembly)

A. Replacement
(2) Turn the cam-lock devices counterclockwise to unlock the switch panel assembly and gently pull
the assembly away from the step (Ref. Figure 201).
(3) If only a lamp is being replaced, press it into the lamp holder, turn it counterclockwise to release
it, then pull it from the lamp holder.
(4) If a lamp holder is being replaced, remove it from the wiring harness and replace it.
(5) Install the lamp by pressing it into the lamp holder, turning it clockwise, then releasing it.
(6) Verify the lamp is secure in the lamp holder.
(7) Feed the switch assembly wiring into the opening in the step and press the assembly into place.
(8) Turn the cam-lock devices clockwise to secure the switch panel assembly.
3. Push-Button Switch
A. Replacement
(3) Slide the plastic insulators on the switch wires away from the switch to expose the soldered
connections.
(4) Label the wires to facilitate correct installation.
(5) Unsolder the wires and remove them from the switch.
(6) Remove the retaining nut from the switch and panel assembly and replace the switch.
(7) Observing the wire labels, solder the wires onto the switch connections.
(8) Slide the plastic insulators on the switch wires toward the switch until they cover the electrical
connections.
4. Slide Switch
A. Replacement
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NOTE: The wires can be labelled before removal to facilitate installation. However, due to
their lengths, and the fact that they are secured to the wiring harness, they will
conveniently fit back into their proper places.
(3) Remove the wire-retaining screws and washers from the switch connections and gently flex the
wires away from the switch.
(4) Note the placement of the switch-mounting hardware on the panel assembly to facilitate
installation.
(5) Remove the mounting hardware and replace the switch.
(6) With the new switch installed, place the wires into position on the switch connections and install
the wire-retaining screws and washers.
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BAGGAGE/CARGO COMPARTMENT LIGHTS - DESCRIPTION AND OPERATION
1. General
The Baggage/cargo compartment light is controlled by switches on the cargo door and a switch at the
lower aft corner of the door frame. When the door is open, the switch at the door frame corner controls
the light; however, when the door is closed, the switches on the door will interrupt the power to the
door frame switch.
Table 1. LAMP REPLACEMENT GUIDE - CARGO COMPARTMENT LIGHT
Location Part Number

Cargo Compartment Light 303X
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BAGGAGE/CARGO COMPARTMENT LIGHTS - MAINTENANCE PRACTICES
1. Cargo Compartment Light Assembly

A. Removal
(1) Assure that the cargo compartment light switch is OFF (Ref. Figure 201).
(2) Remove the screws that attach the lens frame to the reflector and lamp holder assembly.
(3) The lens gasket, frame and lens assembly can now be removed.
(4) Remove the lamp.
(5) Loosen the cargo compartment sidewall panel to gain access to the light assembly mounting
bolts. Refer to Chapter 25-50-00 for removal instructions.
(6) Remove the four bolts that secure the reflector and lamp holder assembly to the airplane
structure.
(7) Remove the ground screw and the contact assembly mounting screw.
(8) Remove the reflector and lamp holder assembly.
B. Installation
(1) Assure that the cargo compartment light switch is OFF (Ref. Figure 201).
(2) Position the reflector and lamp holder assembly in the cutout in the cargo compartment sidewall
panel.
(3) Install the contact assembly, ground screw and mounting screw.
(4) Install the lamp.
(5) Install the four bolts that secure the reflector and lamp holder assembly to the airplane structure.
(6) Install the cargo compartment sidewall panel. Refer to Chapter 25-50-00 for installation
instructions.
(7) Install the two screws that secure the frame over the lens gasket to the reflector and lamp holder
assembly.
2. Baggage/Cargo Compartment Light Lamp

A. Replacement
(1) Remove the two lens retaining screws and the lens assembly from the light assembly (Ref.
Figure 201).
(2) Gently press the lamp down into its socket and turn counterclockwise approximately 1/8 rotation
then pull the lamp from the socket.
(3) Press a new lamp into the light socket and turn it clockwise until movement stops after
approximately 1/8 rotation.
(4) Ensure that the lamp is locked securely in the socket.
(5) Install the lens assembly on the light assembly with the two retaining screws.
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EXTERIOR LIGHTS - DESCRIPTION AND OPERATION
1. General
A. Strobe Light System
Table 1. LAMP REPLACEMENT GUIDE - EXTERIOR LIGHTS
Location Lamp
Strobe Flashtubes 31-7374-1
Recognition Light LP-1982SP
Wing Navigation Lights A-7512-24
Tail Navigation Light 1683
Nose Taxi Light 4587
Wing Landing Lights Q4566
Wing Ice Light A-4174-24
Tail Floodlight (Flush Mount) 1982 or A708-28
Tail Floodlight (Surface Mount) DS0079BJ
Anti-Collision Beacon (Upper) 34-0226010-91
Anti-Collision Beacon (Lower) 34-0226010-91
The strobe lights are installed on the outboard side of the wing tip sails and are controlled by the
STROBE toggle switch located on the overhead light control panel. The circuit is protected by a 10-
amp circuit breaker placarded ANTICOLLISION LIGHT STROBE on the right sidewall circuit breaker
panel.
The strobe light is a lightweight unit that incorporates all the circuitry required for function. However,
the strobe lights are dependent on the navigation lights for trigger voltage.
B. Recognition Lights
WARNING: Heat from the recognition light could damage the wing tip lens if
operated on the ground.
The recognition lights are installed in each wing tip inboard of the navigational lights. The recognition
lights are incorporated in the navigation light assembly and controlled by the RECOG toggle switch
located on the overhead light control panel. The circuit is protected by a 5-amp circuit breaker
placarded RECOG LIGHT located on the underfloor circuit breaker panel.
C. Navigation Lights
The dual navigation light installation consists of two red lights installed on the left wing tip, two green
lights installed on the right wing tip, and two white lights installed on the aft end of the vertical stabilizer
fairing. The lights are controlled by the NAV toggle switch located on the overhead light control panel.
The navigation light system is actually two separate circuits. Each circuit provides power to one of the
dual navigational lights. The separate circuits are designed so that the secondary system will function
if the primary system fails. The primary circuit which provides power to the forward LH and RH wing
navigation lights and to the LH tail navigation light is protected by a 5-amp circuit breaker, placarded
NAV LIGHT, located on the RH sidewall circuit breaker panel. The secondary circuit, which provides
power to the aft LH and RH wing navigation lights and to the RH tail navigation light, is protected by
a 5-amp circuit breaker, placarded SEC NAV LIGHT, located on the underfloor circuit breaker panel.
D. Taxi Lights
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The taxi light installation consists of a single light mounted on the nose landing gear strut. The taxi
light is controlled by the TAXI toggle switch located on the overhead light control panel. If the TAXI
toggle switch is in the ON position when the landing gear is retracted, an advisory panel light will
illuminate. The circuit is protected by 15-amp circuit breaker placarded TAXI LIGHT located on the
underfloor circuit breaker panel.
E. Landing Lights
The landing lights are installed in the leading edge of each wing and are controlled by the LEFT
and RIGHT LANDING toggle switches located on the overhead light control panel. The circuits are
protected by individual 10-amp circuit breakers placarded L LAND LIGHT and R LAND LIGHT located
on the underfloor circuit breaker panel.
F. Wing Ice Lights
The wing ice lights are installed on the outboard side of each engine nacelle and are controlled by
the ICE toggle switch located on the overhead light control panel. The circuit is protected by a 5-amp
circuit breaker placarded WING ICE located on the right sidewall circuit breaker panel.
G. Tail Floodlights
The tail floodlights are installed on the underside of the horizontal stabilizer. The tail floodlights are
controlled by the TAIL FLOOD toggle switch located on the overhead light control panel. The circuit is
protected by a 15-amp circuit breaker placarded TAIL FLOOD LIGHT located on the underfloor circuit
breaker panel.
H. Anti-Collision Beacons
The anti-collision beacon lights are installed on the underside of the fuselage and on top of the vertical
stabilizer. The lights are controlled by a three position toggle switch (OFF, GND, and FLT) located on
the overhead light control panel.
In the GND position the beacons are powered by the center battery bus and protected by a 10-amp
circuit breaker placarded GND WARN LIGHT located on the underfloor circuit breaker panel at zone
133. When in the FLT position the beacons are powered by the left generator bus and protected by
a 10-amp circuit breaker, placarded ROTATE ANTI COLLISION LIGHTS located on the right sidewall
circuit breaker panel.
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EXTERIOR LIGHTS - TROUBLESHOOTING
1. General
A. Strobe Light System
The following procedures are recommended when a strobe light fails to illuminate:
(1) Ensure that the strobe light is not broken and that the electrical connectors are installed securely.
WARNING: Due to potentially dangerous voltage levels, exercise care

when working with the strobe light units.
(2) Ensure that the strobe light circuit breaker is closed.
(3) Check the light subassembly for any signs of damage, such as a cracked light subassembly. If
damaged, refer to STROBE LIGHT REPLACEMENT in this chapter and replace the strobe light
subassembly.
(4) Ensure that all connectors are properly secured to each other.
(5) Check all connectors and wiring for nicks, cuts, burns or other damage that may cause an
electrical short or wiring break.
(6) If the strobe light still fails to illuminate, connect a new light subassembly to the strobe lens
retainer assembly. If it fails to illuminate, check for battery voltage at the navigation light
assembly. If the navigation light assembly is receiving battery voltage, the problem is most
likely one of the following:
(a) Moisture in the connectors to the strobe assembly.
(b) Electrical shorts in the navigation light assembly or the strobe assembly.
(c) Electrical shorts caused by accidental contact of the navigation light assembly to a foreign
object.
(d) Excessive build up of heat in the navigation light assembly.
(7) If a navigation light assembly is required, use the NAVIGATION LIGHT ASSEMBLY
REPLACEMENT procedures outline in this chapter.
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EXTERIOR LIGHTS - MAINTENANCE PRACTICES
1. Strobe Light
A. Replacement
(1) Ensure that all electrical power to the strobe light system is OFF.
WARNING: Due to potentially dangerous voltages at the strobe light units,

exercise extreme care when servicing these components.
(2) Remove the two attaching screws, that hold the lens and light subassembly to the tipsail (Ref.
Figure 201).
(3) Remove the three terminal attaching screws and disconnect electrical wires from the existing
light.
(4) Attach electrical wires to the terminal on the replacement light subassembly.
(5) Position the light subassembly and lens assembly on the tipsail and install the retaining screws.
CAUTION: If fingers contact the flashtube, clean the area thoroughly with a
clean, lint-free cloth and isopropyl alcohol (1, Table 2, 33-00-00)
and allow to air dry.
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Strobe Light
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RECOGNITION LIGHTS - MAINTENANCE PRACTICES
1. Recognition Light Lampholder

A. Replacement
(1) Assure that the recognition light switch in the overhead panel is OFF (Ref. Figure 201).
(2) Remove the attaching screws and transparent cover from the wing tip light.
(3) Remove the bolts and screws that attach the lamp holder assembly.
(4) Disconnect the wiring at the lamp holder base assembly.
(5) Connect the wiring to the new lamp holder base assembly.
(6) Install the new lamp holder assembly with the required screws and bolts.
(7) Install the reflector assembly and the transparent cover on the wing tip.
2. Recognition Light Lamp

A. Replacement
(1) Assure that the recognition light switch in the overhead panel is OFF (Ref. Figure 201).
(2) Remove the attaching screws and transparent cover from the wing tip light.
(3) Remove the two attaching screws and pull the reflector assembly off the lamp.
(4) Press the lamp into the socket and turn counterclockwise to remove.
(5) Install a new lamp by pressing it into the socket and turning it clockwise.
CAUTION: If fingers contact the new halogen lamp, clean the lamp thoroughly
with a clean, lint-free cloth and isopropyl alcohol (1, Table 2, 33-00-
00) and allow to air dry.
(6) Install the reflector assembly and the transparent cover on the wing tip.
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Recognition Light Lamp Replacement

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NAVIGATION LIGHTS - MAINTENANCE PRACTICES
1. Wing Tip Navigation Light Assembly

A. Removal
(1) Assure that the navigation light switch in the overhead panel is OFF.
(2) Remove the attaching screws (6) and the transparent cover (5) from the navigation light
assembly (9) (Ref. Figure 201).
(3) Remove the attaching screws (8) and washers (7) from the navigation light assembly (9).
(4) Working through the open cover, disconnect the electrical connector (1) and remove the
navigation light assembly (9) from the airplane.
B. Installation
(1) Position the navigation light assembly (9) in the mounting structure and install the attaching
washers (7) and screws (8) (Ref. Figure 201).
(2) Working through the open cover, connect the electrical connector (1) to the navigation light
assembly (9).
NOTE: Assure that the gasket for the transparent lens (5) is properly positioned prior to
installation of the lens.
(3) Install the transparent cover (5) on the wing tip and secure with the attaching screws (6).
2. Navigation Light Lamp (Wing)

A. Replacement
(1) Ensure that the navigation light switch in the overhead panel is OFF.
(2) Remove the attaching screws (6) and the transparent cover (5) from the navigation light
assembly (9) (Ref. Figure 201).
(3) Slide the lens retaining clip (2) to one side and remove the lens (3) from the navigation light
assembly (9).
(4) Press the bulb (4) into its socket and turn counterclockwise to remove.
(5) Install a new bulb (4) by inserting it into the socket and turning it clockwise until locked in place.
(6) Install the lens (3) and slide the lens retaining clip (2) over the lens.
NOTE: Assure that the gasket for the transparent lens (5) is properly positioned prior to
installation of the lens.
(7) Install the transparent wing tip cover (5) and secure with the attaching screws (6).
3. Upper Empennage Navigation Light Assembly

A. Removal
(1) Assure that the navigation light switch in the overhead panel is OFF (Ref. Figure 202).
(2) Remove the attaching screws and the lens and lens retainer.
(3) Working through the plate opening, disconnect the receptacle from the light assembly.
(4) Remove the two screws from the base and lamp holder assembly.
(5) Remove the base and lamp holder assembly from the plate assembly.
B. Installation
(1) Attach the new base and lamp holder assembly to the plate assembly with the two attach screws
(Ref. Figure 202).
(2) Working through the plate opening, attach the receptacle to the base assembly.
(3) Install the lens and lens retainer with the two attach screws.
(4) Turn the navigation light switch in the overhead panel to ON to test the light.
4. Navigation Light Lamp (Tail)

A. Replacement
(1) Ensure that the navigation switch in the overhead panel is OFF (Ref. Figure 202).
(2) Remove the attaching screws and the transparent light cover from the stabilizer fairing.
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(3) Remove the screws, lens retainer, lens and gasket.

(4) Press the lamp into its socket and turn counterclockwise to remove.
(6) Install the gasket, lens and lens retainer, and secure it with the attaching screws.
(7) Install the transparent cover on the aft end of the stabilizer fairing.
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Wing Tip Navigation Lights

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Upper Empennage Navigation Lights

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TAXI LIGHTS - MAINTENANCE PRACTICES
1. Taxi Light Housing

A. Replacement
(3) Remove the nut and seal (3) from the light housing (4) and remove wiring from the housing (Ref.
Figure 201).
(4) Remove the bolt (8), washer (7), spacer (6) and nut (2) that attaches the light housing (4)
attaching bracket (11) to the mounting bracket (1).
(5) Remove the light housing (4).
(6) Attach the light housing (4) attaching bracket (11) to the mounting bracket (1) with bolt (8), washer
(7), spacer (6) and nut (2).
(7) Install the wiring to the light housing (4) and install the nut and seal (3).
(8) Perform TAXI LIGHT FUNCTIONAL CHECK procedure.
2. Taxi Light Lamp

A. Replacement
(3) Remove the screw (9) and the retaining ring (10) with gasket (12) from the light housing (4) (Ref.
Figure 201).
(4) Lift the bulb (5) out of the light housing (4) and disconnect the electrical wiring from the bulb.
(5) Connect the wiring to a new bulb (5) and install the bulb in the light housing (4).
(6) Install the retaining ring (10) with gasket (12) and secure with the attach screw (9).
(7) Perform TAXI LIGHT FUNCTIONAL CHECK procedure.
3. Taxi Light
A. Functional Check
(1) Perform CONNECTING THE GROUND POWER UNIT procedure (Ref. Chapter 24-40-00).
(3) Select the taxi light switch to the TAXI position. Ensure the taxi light illuminates.
(4) Select the taxi light switch to the OFF position. Ensure the taxi light extinguishes.
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Taxi Light
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LANDING LIGHT - MAINTENANCE PRACTICES
1. Landing Light Lamp

A. Replacement
(1) Ensure that the LH and RH landing light switches in the overhead panel is OFF (Ref. Figure
201).
(2) Remove the attaching screws and lens assembly from the wing leading edge.
(3) Remove the attaching screws and nuts securing the retaining ring. Remove the retaining ring.
(4) Remove the lamp and disconnect the electrical wiring from the lamp.
(5) Connect the electrical wiring to the new lamp. Install the lamp and secure with the retaining ring
and the attaching screws and nuts.
(6) Install the lens assembly and secure with the attaching screws.
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Landing Light Lamp Replacement

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WING ICE LIGHT - MAINTENANCE PRACTICES
1. Wing Ice Light Wire Harness Assembly

A. Replacement
The mid outboard cowling must be removed to replace the wing ice lamp wiring harness.
The engine cowling consists of five separate sections which must be removed in the proper
sequence. The various cowling sections are attached with cam-type fasteners, dzeus fasteners,
and attaching screws. Refer to Chapter 71-10-00 for cowling removal procedures.
NOTE: Identify and tag all cowling attach parts.
(2) Remove the attaching screws securing the ice light support bracket (Ref. Figure 201).
(3) Remove the ice light support bracket.
(4) Remove the screws that attach the ice light lamp reflector.
(5) Remove the reflector.
(6) Remove the bolt securing the bonding cable.
(7) Remove the lamp by pressing it into the socket and turning it counterclockwise.
(8) Remove the nut that secures the lamp socket to the bracket.
(9) Secure the new lamp socket and harness assembly to the bracket with the socket mounting nut.
(11) Install the lamp reflector on the bracket.
(12) Secure the bonding cable to the ground plate with the bolt assembly.
(13) Install the cowling. Refer to Chapter 71-10-00 for cowling installation procedures.
(14) Restore electrical power and connect the battery.
2. Wing Ice Light Lamp

A. Replacement
The mid outboard cowling must be removed to replace the wing ice lamp. The engine cowling
consists of five separate sections which must be removed in the proper sequence. The various
cowling sections are attached with cam-type fasteners, dzeus fasteners, and attaching screws.
Refer to Chapter 71-10-00 for cowling removal procedures.
NOTE: Identify and tag all cowling attach parts.
(2) Remove the attaching screws securing the ice light support bracket (Ref. Figure 201).
(3) Remove the ice light support bracket.
(4) Remove the lamp by pressing it into the socket and turning it counterclockwise.
(6) Install the ice light support bracket and secure with the attaching screws.
(7) Install the cowling. Refer to Chapter 71-10-00 for cowling installation procedures.
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TAIL FLOODLIGHT (FLUSH MOUNTED) - MAINTENANCE PRACTICES
1. Tail Floodlight Assembly (Flush Mounted)

A. Replacement
(2) Remove the attaching screws, retainer and lens from the underside of the horizontal stabilizer
(Ref. Figure 201).
(3) Remove the housing assembly and disconnect the wiring.
(4) Connect the wiring to the replacement assembly.
(5) Place the new assembly in the stabilizer cutout and install the attaching screws, retainer and
lens from the underside of the stabilizer.
(6) Seal around the periphery of the retainer using EC1792 sealer (2, Table 2, 33-00-00).
2. Tail Floodlight Lamp (Flush Mounted)

A. Replacement
(2) Remove the attaching screws, retainer and lens from the underside of the horizontal stabilizer
(Ref. Figure 201).
(5) Install the lens and retainer and secure with the attaching screws. Seal around the periphery of
the retainer using EC1792 sealer (2, Table 2, 33-00-00).
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Flush Mount Tail Floodlight

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TAIL FLOODLIGHT (SURFACE MOUNTED) - MAINTENANCE PRACTICES
1. Tail Floodlight Assembly (Surface Mounted)

A. Replacement
(1) Disconnect all electrical power from the airplane and disconnect the battery.
(2) Remove the attaching screws and lens assembly from the underside of the horizontal stabilizer
(Ref. Figure 201).
(3) Remove the two attaching screws that secure the floodlight base assembly to the stabilizer.
(4) Disconnect the light wiring and remove the base assembly.
(5) Connect the light wiring to the new base assembly.
(6) Connect the new assembly to the stabilizer with the two attach screws.
(7) Install the lens and secure with the attaching screws.
(8) Restore the electrical power to the airplane.
2. Tail Floodlight Lamp (Surface Mounted)

A. Replacement
(1) Disconnect all electrical power from the battery.
(2) Remove the attaching screws and lens assembly from the underside of the horizontal stabilizer
(Ref. Figure 201).
(3) Press the lamp(s) into its socket and turn counterclockwise to remove.
(4) Install a new lamp(s) by pressing it into the socket and turning it clockwise.
(5) Install the lens and secure with the attaching screws.
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ANTI-COLLISION BEACON - MAINTENANCE PRACTICES
1. Anti-Collision Beacon Lampholder

A. Replacement
(2) Remove the screw from the lens-retaining clamp on the aft end of the beacon (Ref. Figure 201
or 202).
(3) Remove the lens-retaining clamp and the lens.
(4) Remove the two attach screws that secure the base assembly to the mounting adapter.
(5) Disconnect the electrical wires from the lamp holder assembly.
(6) Remove the nut that secures the lamp holder to the base assembly.
(7) Secure the new lamp holder assembly to the base assembly with the attachment nut.
(8) Connect the electrical wires to the lamp holder assembly.
(9) Secure the base assembly to the mounting adapter with the two attach screws.
(10) Install the lens and lens-retaining clamp.
(11) Secure the lens to the beacon by tightening the attachment screw on the lens-retaining clamp.
2. Anti-Collision Beacon Lamp

A. Replacement
(2) Remove the screw from the lens-retaining clamp on the aft end of the beacon (Ref. Figure 201
or 202).
(3) Remove the lens-retaining clamp and the lens.
(6) Install the lens and the lens-retaining clamp.
(7) Secure the lens to the beacon by tightening the attaching screw on the lens-retaining clamp.
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Anti-Collision Beacon (UE-2 thru UE-92)

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Anti-Collision Beacon (UE-93 and After)

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EMERGENCY EXIT LIGHTING SYSTEMS - DESCRIPTION AND OPERATION
1. General
A. Emergency Exit lighting System (Optional Installation with External Flood Lights) (UE-1 and After)
(Ref Figure 1 and Figure 2).
NOTE: The emergency lighting system is an optional installation and may not be installed on
every airplane.
(1) The emergency exit lighting system is a self-activating system that utilizes three individual
emergency exit light assemblies and four exterior floodlights to provide illumination of the cabin
door and emergency exits during an emergency or in the event of a power failure. The three
emergency exit light assemblies are mounted in the cabin headliner and consist of a printed
circuit board (includes G-switch), voltage regulator, module test switch, 5-amp fuse, the interior
floodlight and the EXIT lens. The forward light assembly is mounted directly across from the
cabin door, the middle light assembly across from the forward emergency escape hatch and the
aft light assembly directly between the left and right aft emergency escape hatches. The exit
light modules also power their respective external floodlights located outside each emergency
exit and just forward of the cabin door entrance. A battery pack is mounted adjacent to each
light module to provide emergency power when voltage is lost from the RH generator bus. The
battery packs receive a charging current from the RH generator bus during normal conditions.
(2) The emergency lighting system is armed and tested with a three-position exit light ARM switch
(OFF-ARM-TEST) located on the overhead switch panel. Once armed, each emergency light
assembly can be activated by an integral G-switch located on the pcb of each module. Without
power failure or G-switch actuation, an armed module circuit only illuminates its respective EXIT
lens. If power is lost from the RH generator bus or should the G-switch sense a 1.5 g deceleration
(forward direction only) the emergency floodlights are automatically illuminated. If the OFF-
ARM-TEST switch is placed in the momentary TEST position, all of the emergency floodlights
are illuminated for test. A lever-lock is provided to prevent inadvertent movement of the ARM
switch to OFF once ARM has been selected.
(3) A red warning annunciator, placarded ARM EMER LITES on the master warning annunciator
panel, is illuminated when power is on the RH generator bus and the emergency exit lighting
system is not armed. Refer to Chapter 31-50-00 for detailed information on the warning
annunciator system.
(4) The battery packs are charged by the RH generator bus when the emergency exit ARM switch is
in either the OFF or ARM position. Charging current is interrupted and the emergency lights are
illuminated by their respective battery pack when the ARM switch is moved to the TEST position.
CAUTION: The emergency lighting system is designed for limited operation and
should not be operated unless there is an actual emergency.
(5) Should the emergency lights be turned on inadvertently, or should the system fail, the MANUAL
test switch may be used to manually control the emergency exit lighting system. This switch
allows control over the emergency lighting system regardless of RH generator bus status or
G-switch position. When the emergency exit lights are turned on with the MANUAL switch, the
battery packs continue to charge from the RH generator bus. The switch is spring-loaded to the
NORM position and also utilizes a lever lock to prevent the operator from accidentally turning
the system OFF.
(6) Each emergency exit light assembly is equipped with a TEST-ON, RESET-OFF switch to
individually test that unit. The switch is placed in the TEST-ON position to illuminate both the
interior and exterior emergency exit floodlights.
B. JAR-OPS Emergency Exit Lighting System (Optional on UE-185 and After, Installed at Factory or With
Kit 129-5314-1) (Ref Figure 3 and Figure 4).
NOTE: This equipment is installed on airplanes operating in accordance with Joint Aviation
Requirements (JAR-OPS 1). It is either installed at the factory or by Kit No. 129-5314-1.
33-50-00 Page 1
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MAINTENANCE MANUAL
Emergency Lighting System (Optional Installation with External Flood Lights (UE-1 and After)
Figure 1 (Sheet 1)
33-50-00 Page 2
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MAINTENANCE MANUAL
Functional Schematic for Emergency Lighting System (Optional Installation with External Flood Lights)
(UE-1 and After)
Figure 2 (Sheet 1)
33-50-00 Page 3
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MAINTENANCE MANUAL
The emergency exit lighting system is a self-activating self-contained lighting system designed to
provide emergency lighting to the interior areas around the cabin door and three emergency exits.
Three lighting modules are located in the headliner of the cabin: one opposite the cabin door, one
opposite the right forward emergency exit, and one between the left and right emergency exits.
Each module is equipped with two light sources. A dim light source, which is illuminated during normal
operations, is powered from a 28 volt circuit breaker located on the center bus under the floorboards.
The other, brighter light source is powered by four internal alkaline batteries and is controlled by two
switches. One is an internal "g" switch which activates upon sensing rapid deceleration in the forward
direction. The other is an external three-position rocker switch (spring-loaded to the center position)
placarded ON-TEST-/OFF-RESET. The light illuminates when the switch is momentarily placed in the
ON-TEST position. The light extinguishes when the switch is momentarily placed in the OFF-RESET
position.
33-50-00 Page 4
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MAINTENANCE MANUAL
JAR-OPS Emergency Exit Lighting System(Optional on UE-185 and After, Installed at Factory or with Kit
129-5314-1)
Figure 3 (Sheet 1)
33-50-00 Page 5
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MAINTENANCE MANUAL
Functional Schematic for JAR-OPS Emergency Exit Lighting System (Optional on UE-185 and After, Installed
at Factory or with Kit 129-5314-1)
Figure 4 (Sheet 1)
33-50-00 Page 6
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MAINTENANCE MANUAL
EMERGENCY EXIT LIGHTING SYSTEMS - MAINTENANCE PRACTICES
1. Emergency EXit Lighting System (Optional Installation with External Flood Lights) (UE-1 and after)
A. Emergency Exit Cabin Light Lamp Replacement
(1) Ensure that the emergency light switch placarded TEST-ARM-OFF in the overhead panel is
OFF.
(2) Remove the lens by unsnapping it from the overhead emergency exit cabin light.
NOTE: The emergency exit light has one large lamp and two small lamps located at the
bottom side of the floodlight reflector.
(3) Gently press the flood lamp into the lamp socket and turn counterclockwise (approximately a 1/8
rotation), then pull the lamp from the socket.
(4) Press a new lamp into the lamp socket and turn clockwise until movement stops. Lightly pull the
lamp up to assure that it is properly locked in place.
(5) To remove the two smaller bulbs, unscrew the cap counterclockwise.
(6) To install the two smaller bulbs, screw the cap clockwise.
(7) Position the lens on the overhead emergency light and snap in place.
B. Emergency Exit Exterior Light Lamp Replacement
(1) Remove the four screws from the lens assembly.
(2) Remove the lens assembly from the emergency exit light.
(3) Press the lamp down into the lamp socket and turn it counterclockwise (approximately 1/8
rotation), then pull the lamp from the socket.
(4) Press a new lamp down into the lamp socket and turn it clockwise (approximately 1/8 rotation).
(5) Lightly pull up on the lamp to assure that it is properly locked in place.
(6) Position the lens assembly on the emergency exit light and install the four attaching screws.
Table 201. LAMP REPLACEMENT GUIDE FOR EMERGENCY EXIT LIGHTING SYSTEM WITH EXTERNAL
FLOODLIGHTS
LAMP LAMP P/N

Overhead Emergency Exit Cabin Light (Large Lamp) 425
Overhead Emergency Exit Cabin Light (Small Lamp) 56NG5-0137 or 56NG18-0137
Exterior Emergency Light 30-0431-11
2. Emergency Exit Light

A. Removal
(1) Ensure that the emergency light switch placarded TEST-ARM-OFF is OFF.
(2) Unsnap the lens from the overhead emergency exit cabin light to remove the lens.
(3) Remove the attaching screws and washers.
(4) Disconnect electrical connectors from the emergency exit cabin light and remove the unit.
B. Installation
(1) Connect electrical connectors to the emergency exit cabin light.
(2) Position the unit and install the attaching washers and screws.
(3) Position the lens on the overhead emergency light and snap in place.
3. Emergency Battery Pack

A. Removal
(1) Remove the emergency exit light as outlined under the heading EMERGENCY EXIT LIGHT
REMOVAL in this section.
(2) Working through the emergency exit light housing opening, remove the bolt and washer from
the clamp that secures the battery.
(3) Remove the battery from the clamp.
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B. Installation
(1) Position the battery in the clamp.
(2) Install the bolt and washer on the clamp.
(3) Install the emergency exit light as outlined under the heading EMERGENCY EXIT LIGHT
INSTALLATION in this section.
4. JAR-OPS Emergency EXit Lighting System (Optional on UE-185 and after, installed at factory or
with Kit 129-5314-1)
NOTE: This equipment is installed on airplanes operating in accordance with Joint Aviation
Requirements (JAR-OPS 1).
A. Emergency Exit Cabin Light Lamp Replacement
(1) Ensure that the emergency light switch (1) placarded ON-TEST/OFF-RESET is OFF (Ref.
Figure 201).
(2) Unsnap the lens (3) from the overhead emergency exit cabin light and remove it.
(3) Gently press the large lamp (9) into the lamp socket and turn counterclockwise (approximately
a 1/8 rotation), then pull the lamp from the socket.
(4) Press a new lamp (9) into the lamp socket and turn clockwise until movement stops. Lightly pull
the lamp up to assure that it is properly locked in place.
(5) To remove the two smaller bulbs from the light assembly (10), unscrew the cap counterclockwise.
(6) To install the two smaller bulbs, screw the cap clockwise.
(7) Position the lens (3) on the overhead emergency light and snap in place.
Table 202. LAMP REPLACEMENT GUIDE FOR JAR-OPS EMERGENCY EXIT LIGHTING SYSTEM
LAMP LAMP P/N

Overhead Emergency Exit Cabin Light (Large Lamp) 425
Overhead Emergency Exit Cabin Light (Small Lamp) 123-C-STC-FB59
5. Emergency Exit Light

A. Removal
(1) Ensure that the emergency light switch (1) placarded ON-TEST/OFF-RESET is OFF (Ref.
Figure 201).
(2) Unsnap the lens (3) from the overhead emergency exit cabin light.
NOTE: It may be desirable to detach the switch (1) from the lens (3) to gain easier access
to the light unit.
(3) To detach the switch (1) from the lens (3), push the switch through the mounting hole in the lens
and remove the mounting plate (2) from the switch. This will allow the switch to pass through
the hole in the lens.
(4) Disconnect the three 1/4-turn fasteners (5) and lower the exit light unit from the headliner.
(5) Disconnect the exit light electrical connector (4) from the wire harness behind the headliner.
(6) Remove the exit light unit from the airplane.
B. Installation
(1) Connect the exit light electrical connector (4) to the wire harness behind the headliner (Ref.
Figure 201).
(2) Mount the exit light unit in the headliner by connecting the three 1/4-turn fasteners (5).
(3) If the exit light switch (1) has been detached from the lens (3): insert the switch through the
mounting hole in the lens, install the switch mounting plate (2) on the switch, and push the switch
mounting plate into the hole in the lens.
(4) Snap the lens (3) into place over the exit light unit.
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C. Battery Replacement
(1) Perform the EMERGENCY EXIT LIGHT REMOVAL procedures.
NOTE: The proper placement of the exit light batteries (8) is illustrated on the exit light
cover (6) (Ref. Figure 201).
(2) Remove the screw and washer (7) attaching the exit light cover (6).
(3) Remove the old batteries (8) from the battery holder and install new ones.
(4) Attach the exit light cover (6) with the screw and washer (7).
(5) Perform the EMERGENCY EXIT LIGHT INSTALLATION procedures.
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JAR-OPS Emergency Exit Light Installation

33-50-00 Page 204

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SELF-ILLUMINATED SIGNS - DESCRIPTION AND OPERATION
1. General
A. Description
(1) Airstair door and emergency door exit signs are manufactured with T-lights. These lights are
sealed glass tubes filled with tritium gas and are phosphor-coated internally. In principal T-lights
produce light in much the same way as television tubes or luminous watch dials; no exposure to
daylight is necessary. T-lights have a useful life of many years; however, FAA regulations require
a minimum operational brightness of 100 microlamberts. Periodic brightness checks must be
conducted to ensure that the brightness level remains at or above 100 microlamberts. Refer to
Model 1900 Airliner Series Airworthiness Limitations Manual, P/N 129-590000-133.
33-50-01 Page 1
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MAINTENANCE MANUAL
SELF-ILLUMINATED SIGNS - MAINTENANCE PRACTICES
1. Self-Illuminated Exit Sign

A. Removal
CAUTION: WHILE NO PRIMARY RADIATION IS EMITTED BY THIS STYLE

OF LIGHT, DAMAGED OR DEFECTIVE LIGHTS AND OUTDATED
CALIBRATION SOURCES MUST BE PROPERLY DISPOSED
OF. CONTACT THE MANUFACTURER OR SUPPLIER FOR
INSTRUCTIONS.
Self-illuminated exit signs are located in the three emergency exit doors and one is located in the
vestibule area in the forward headliner panel. The self-illuminated exit signs can be removed as
follows:
(1) To remove the signs on the emergency doors, first remove the door. Refer to Chapter 52-20-00
for EMERGENCY DOOR REMOVAL. To remove the sign located in the vestibule, first remove
the forward headliner panel as indicated in Chapter 25-20-04.
(2) To remove the sign located in the vestibule, first remove the forward headliner panel as indicated
in Chapter 25-20-04.
(3) With the forward headliner panel or the emergency door removed, access is now available to
the two exit sign attach screws (Ref Figure 201).
(4) Remove the two exit sign attach screws and the two washers.
(5) Remove the self-illuminated exit sign.
B. Installation
(1) Attach the self-illuminated exit sign to the emergency exit door or the forward headliner panel
as appropriate.
(2) Secure the exit signs with the two attach screws and the two washers.
(3) Install the forward cabin headliner (Ref. Chapter 25-20-04 for instructions) or the emergency
exit door (Ref. Chapter 52-20-00 for instructions).
C. Brightness Check
CAUTION: WHILE NO PRIMARY RADIATION IS EMITTED BY THIS STYLE

OF LIGHT, DAMAGED OR DEFECTIVE LIGHTS AND OUTDATED
CALIBRATION SOURCES MUST BE PROPERLY DISPOSED
OF. CONTACT THE MANUFACTURER OR SUPPLIER FOR
INSTRUCTIONS.
Self-illuminated exit signs can be inspected on the airplane under all types of lighting conditions without
the need for removing the sign. Checking for brightness requires the use of a T-light Comparator (2,
Table 1, 33-00-00). The test is performed as follows:
(1) Place the comparator base plate flat on the surface of the sign and move it gently until the viewing
aperture is over the portion of the sign to be inspected.
(2) Compare the brightness of the sign portion seen through the aperture and the calibrated source;
if the sign is as bright or brighter than the calibrated source, the sign brightness is equivalent
to, or better than, the 100 microlamberts required. If the sign brightness is less than that of the
comparator, the sign must be replaced.
(3) Move the comparator over all the illuminated portions of the sign to check minimum brightness
at all points.
(4) If the sign at any point appears less bright than the comparator, the sign is due for replacement.
NOTE: T-light Comparators used for checking illuminated sign brightness must have had a
new calibrated reference source installed within the preceding 12 months for the
brightness test to be considered valid (Ref Figure 202).
33-50-01 Page 201

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Self-Illuminating Exit Sign Installation

33-50-01 Page 202

BEECHCRAFT®
MAINTENANCE MANUAL
T-light Comparator
33-50-01 Page 203

CHAPTER
34
NAVIGATION
BEECHCRAFT®
MAINTENANCE MANUAL

34-Title Page 1
34-00-00 Pages 1-10 May 1/2019
34-00-00 Page 201 May 1/2019
34-10-00 Page 1 May 1/2019
34-11-00 Pages 1-2 May 1/2019
34-11-00 Page 101 May 1/2019
34-11-00 Pages 201-211 May 1/2019
34-12-00 Page 1 May 1/2019
34-12-01 Page 1 May 1/2019
34-12-01 Pages 201-202 May 1/2019
34-12-02 Page 1 May 1/2019
34-12-03 Page 1 May 1/2019
34-12-04 Page 1 May 1/2019
34-12-05 Page 1 May 1/2019
34-12-05 Pages 201-204 May 1/2019
34-20-00 Page 1 May 1/2019
34-20-00 Pages 201-203 May 1/2019
34-20-01 Pages 201-202 May 1/2019
34-21-00 Pages 1-2 May 1/2019
34-21-00 Page 201 May 1/2019
34-40-00 Page 1 May 1/2019
34-40-00 Pages 201-203 May 1/2019
34-40-01 Page 1 May 1/2019
34-40-01 Pages 201-203 May 1/2019
34-40-02 Page 1 May 1/2019
34-40-02 Pages 201-203 May 1/2019
34-50-00 Page 1 May 1/2019
34-50-00 Page 101 May 1/2019
34-50-00 Page 201 May 1/2019
34-51-00 Page 1 May 1/2019
34-51-00 Pages 201-203 May 1/2019
34-51-01 Page 201 May 1/2019
34-52-00 Pages 1-2 May 1/2019
34-52-00 Pages 201-206 May 1/2019
34-53-00 Pages 1-2 May 1/2019
34-53-00 Page 101 May 1/2019
34-53-00 Pages 201-204 May 1/2019

MAINTENANCE MANUAL

Temporary Revision
Number
BEECHCRAFT®
MAINTENANCE MANUAL
CONTENTS
NAVIGATION - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-00-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-00-00 Page 1
NAVIGATION - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-00-00 Page 201
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-00-00 Page 201
FLIGHT ENVIRONMENT DATA - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . 34-10-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-10-00 Page 1
PITOT AND STATIC AIR PRESSURE SYSTEM - DESCRIPTION AND OPERATION . . 34-11-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-11-00 Page 1
PITOT AND STATIC AIR PRESSURE SYSTEM - TROUBLESHOOTING . . . . . . . . . . . . . 34-11-00 Page 101
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-11-00 Page 101
PITOT AND STATIC AIR PRESSURE SYSTEM - MAINTENANCE PRACTICES. . . . . . . 34-11-00 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-11-00 Page 201
Pitot/Static Mast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-11-00 Page 201
Pitot System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-11-00 Page 202
Static Ports (Button Assemblies) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-11-00 Page 203
Static System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-11-00 Page 203
Pitot System Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-11-00 Page 205
Pitot Heads. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-11-00 Page 205
FLIGHT ENVIRONMENT EQUIPMENT - DESCRIPTION AND OPERATION . . . . . . . . . . 34-12-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-12-00 Page 1
OUTSIDE AIR TEMPERATURE (OAT) INDICATOR - DESCRIPTION AND OPERATION 34-12-01 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-12-01 Page 1
OUTSIDE AIR TEMPERATURE (OAT) INDICATOR - MAINTENANCE PRACTICES . . . 34-12-01 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-12-01 Page 201
AIRSPEED INDICATOR - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . 34-12-02 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-12-02 Page 1
INSTANTANEOUS VERTICAL SPEED INDICATOR - DESCRIPTION AND
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-12-03 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-12-03 Page 1
ENCODING ALTIMETER - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . 34-12-04 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-12-04 Page 1
RADIO ALTIMETER SYSTEM - DESCRIPTION AND OPERATION. . . . . . . . . . . . . . . . . . . 34-12-05 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-12-05 Page 1
RADIO ALTIMETER SYSTEM - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . 34-12-05 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-12-05 Page 201
Radio Altimeter Transceiver (ALT-55B). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-12-05 Page 201
Radio Altimeter Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-12-05 Page 201
ATTITUDE AND DIRECTION - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . 34-20-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-20-00 Page 1
ATTITUDE AND DIRECTION - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . 34-20-00 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-20-00 Page 201
Navigational Component. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-20-00 Page 201
Pedestal Extension Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-20-00 Page 201
Collins 332D-11T Vertical Gyro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-20-00 Page 201
STANDBY COMPASS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-20-01 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-20-01 Page 201
BEECHCRAFT®
MAINTENANCE MANUAL
RADIO MAGNETIC INDICATOR SYSTEM - DESCRIPTION AND OPERATION . . . . . . . 34-21-00 Page 1

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-21-00 Page 1
RADIO MAGNETIC INDICATOR SYSTEM - MAINTENANCE PRACTICES. . . . . . . . . . . . 34-21-00 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-21-00 Page 201
INDEPENDENT POSITION DETERMINING - DESCRIPTION AND OPERATION . . . . . . 34-40-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-40-00 Page 1
INDEPENDENT POSITION DETERMINING - MAINTENANCE PRACTICES . . . . . . . . . . 34-40-00 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-40-00 Page 201
Radar Antenna (P/N 622-2501-XXX). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-40-00 Page 201
Radar Antenna (P/N 622-8439-XXX). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-40-00 Page 201
Radar Control Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-40-00 Page 201
GROUND PROXIMITY WARNING SYSTEM (GPWS) (HAWKER BEECHCRAFT
INSTALLATION ONLY) - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 34-40-01 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-40-01 Page 1
INSTALLATION ONLY) - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-40-01 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-40-01 Page 201
GPWS Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-40-01 Page 201
COLLISION AVOIDANCE (HAWKER BEECHCRAFT INSTALLATION ONLY) -
DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-40-02 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-40-02 Page 1
COLLISION AVOIDANCE (HAWKER BEECHCRAFT INSTALLATION ONLY) -
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-40-02 Page 201
Traffic Alert and Collision Avoidance System (TCAS) Computer . . . . . . . . . . . . . . . . . 34-40-02 Page 201
Upper Directional Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-40-02 Page 201
Omni-Direction Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-40-02 Page 201
DEPENDENT POSITION DETERMINING - DESCRIPTION AND OPERATION . . . . . . . . 34-50-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-50-00 Page 1
DEPENDENT POSITION DETERMINING - TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . 34-50-00 Page 101
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-50-00 Page 101
DEPENDENT POSITION DETERMINING - MAINTENANCE PRACTICES . . . . . . . . . . . . 34-50-00 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-50-00 Page 201
CTL-32 NAV Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-50-00 Page 201
COLLINS DME-42 SYSTEM - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . 34-51-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-51-00 Page 1
COLLINS DME-42 SYSTEM - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . 34-51-00 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-51-00 Page 201
DME-42 Receiver-Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-51-00 Page 201
DME Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-51-00 Page 201
MAGNETIC COMPASS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-51-01 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-51-01 Page 201
Compass Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-51-01 Page 201
EFIS-84 ELECTRONIC FLIGHT INSTRUMENT SYSTEM - DESCRIPTION AND
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-52-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-52-00 Page 1
BEECHCRAFT®
MAINTENANCE MANUAL
EFIS-84 ELECTRONIC FLIGHT INSTRUMENT SYSTEM - MAINTENANCE

PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-52-00 Page 201
CRT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-52-00 Page 201
Electronic Attitude Director Indicator (EADI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-52-00 Page 201
Electronic Horizontal Situation Indicator (EHSI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-52-00 Page 202
Display Select Panel (DSP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-52-00 Page 202
Display Processor Unit (DPU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-52-00 Page 202
Weather Radar Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-52-00 Page 205
COLLINS TDR-94 TRANSPONDER SYSTEM - DESCRIPTION AND OPERATION . . . . 34-53-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-53-00 Page 1
COLLINS TDR-94 TRANSPONDER SYSTEM - TROUBLESHOOTING . . . . . . . . . . . . . . . 34-53-00 Page 101
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-53-00 Page 101
COLLINS TDR-94 TRANSPONDER SYSTEM - MAINTENANCE PRACTICES . . . . . . . . 34-53-00 Page 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-53-00 Page 201
Transponder Receiver-Transmitter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-53-00 Page 201
Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-53-00 Page 201
Transponder Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-53-00 Page 201
BEECHCRAFT®
MAINTENANCE MANUAL
NAVIGATION - GENERAL
1. General
This Chapter is devoted to the instruments, equipment and systems providing the flight environmental
data for navigation of the airplane. Since many of these components provide input to systems covered
in other Chapters of this manual, the appropriate Chapters are referenced herein for detailed coverage
of such components. This Chapter addresses only information pertaining to navigation (Ref. Figure 1,
Figure 2, Figure 3, Figure 4, Figure 5, Figure 6, Figure 7, and Figure 8).
This Chapter also describes the use of pitot and static air pressure to operate the instruments and
navigational aids utilized for safe operation of the airplane. For a more detailed description of the various
applications of pitot and static air pressure, refer to the following sections into which this Chapter is divided:
• Refer to Chapter 34-11-00 for a complete description of the pitot/static air pressure system.
• Refer to Chapter 34-12-00 for a description of the instruments and systems that provide flight
environment data visually to the pilots and electrically to other systems.
• Chapter 34-20-00 and the attendant sections list the systems and components concerned with the
attitude and direction of the airplane.
• Chapter 34-40-00 and the attendant sections list the systems and components concerned
with independent position determining of the airplane. It provides a description, operation and
maintenance of the weather radar, proximity warning system and the collision avoidance system.
• Chapter 34-50-00 and the attendant sections list the systems and components concerned with
dependent position determining of the airplane. It provides a description, operation and maintenance
of the navigation receiver, distance measuring equipment (DME), electronic flight instrument
EFIS-84, and the transponder system.
(1) Special tools are listed in Table 1 and recommended materials are listed in Table 2. Those
listed as meeting federal, military or supplier specifications are provided for reference only
and are not specifically required by Textron Aviation Inc. (TAI). Any product conforming to the
specification listed may be used. The products included in these Tables have been tested
and approved for aviation usage by TAI, by the supplier, or by compliance with the applicable
specifications. Generic or locally manufactured products which conform to the requirements of
the specification may be used even though not included in the Tables. Only the basic number
of each specification is listed. No attempt has been made to update the listing to the latest
the applicable specification prior to usage of the product listed. This can be done by contacting
the supplier of the product to be used.

1. Pitot/Static Leak Tester TK1783-1/939 or Model Textron Aviation Inc. To leak test pitot/static
1811D or equivalent 9709 E. Central, Wichita, system
KS 67201 or Barfield
Inc. 4101 N. W. 29th
Miami, FL. 33142
2. Pitot/Static Adapter TK1783-3/939-1 or Textron Aviation Inc. To leak test pitot/static
equivalent 9709 E. Central Wichita, system
KS 67201 For local
manufacture refer to
Figure 8.
34-00-00 Page 1
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MAINTENANCE MANUAL

1. Sealer AMS -S-8802 PR-1440 B1/2 Courtaulds Aerospace,
Inc., 21800 Burbank
Blvd. Woodland Hills, CA
91365-4226
2. Sealer RTV 106 General Electric Co.,
Silicone Products Dept.,
Hudson River Road,
Waterford, NY 12188
3. Epoxy EA 9394 Union Chemicals
Division, Union Oil Co. of
California, 2100 E. 37th
N., Wichita, KS 67208
34-00-00 Page 2
BEECHCRAFT®
MAINTENANCE MANUAL
Standard Avionics Antenna Installation

Figure 1 (Sheet 1)
34-00-00 Page 3
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MAINTENANCE MANUAL
Typical Navigation Equipment

Figure 2 (Sheet 1)
34-00-00 Page 4
BEECHCRAFT®
MAINTENANCE MANUAL
Typical Instrument Panel (UE-2 thru UE-92 Without GPWS and TCAS)
Figure 3 (Sheet 1)
34-00-00 Page 5
BEECHCRAFT®
MAINTENANCE MANUAL
Typical Instrument Panel (UE-2 thru UE-92 With GPWS and TCAS)
Figure 4 (Sheet 1)
34-00-00 Page 6
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MAINTENANCE MANUAL
Typical Instrument Panel (UE-93 thru UE-305, UE-307 and UE-308 Without GPWS and TCAS)
Figure 5 (Sheet 1)
34-00-00 Page 7
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MAINTENANCE MANUAL
Typical Instrument Panel (UE-93 thru UE-305, UE-307 and UE-308 With GPWS and TCAS)
Figure 6 (Sheet 1)
34-00-00 Page 8
BEECHCRAFT®
MAINTENANCE MANUAL
Typical Instrument Panel (UE-306, UE-309 and After)

Figure 7 (Sheet 1)
34-00-00 Page 9
BEECHCRAFT®
MAINTENANCE MANUAL
Pitot Mast Adapter 939-1 (Local Manufacture)

Figure 8 (Sheet 1)
34-00-00 Page 10
BEECHCRAFT®
MAINTENANCE MANUAL
NAVIGATION - MAINTENANCE PRACTICES
1. General
A. Maintenance information for the pitot and static air pressure system (Ref. 34-11-00) and the outside
air temperature (OAT) indicator (Ref. 34-12-01) are provided in this chapter. Flight environment data
instruments, equipment and systems listed in 34-10-00 are maintained by supplier publications; for
removal and installation instructions for these components (Ref. Chapter 31).
B. The navigation avionics equipment and systems installed on this airplane are listed under Altitude and
Direction, 34-20-00. Maintenance publications are listed for that equipment.
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FLIGHT ENVIRONMENT DATA - DESCRIPTION AND OPERATION
1. General
A. This chapter provides information on the systems and instruments that sense environmental
conditions and use the data to influence safe navigation of the airplane. This chapter includes the
pitot and static air pressure system (Ref. 34-11-00) and the flight environment equipment (Ref.
34-12-00).
34-10-00 Page 1
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MAINTENANCE MANUAL
PITOT AND STATIC AIR PRESSURE SYSTEM - DESCRIPTION AND OPERATION
1. General
A. Description
(1) The pitot and static air pressure system (Ref. Figure 1) provides a source of impact air pressure
and static air for operation of the instruments, the flight data recorder, air data computer and air
data sensors. The pitot portion of the system utilizes the pitot/static masts, located on each side
of the upper fuselage nose. The impact air pressure entering the masts is transmitted through
separate tubing to the two airspeed indicators, the air data computer and the air data sensors.
The flight data recorder (Ref. Chapter 31) mounted in the cargo compartment receives pitot
pressure from only the copilot's pitot/static mast. The pitot/static mast is the lowest point in each
line from the instrument panel and provides drainage for that portion of the system. The test
port valves drain the plumbing forward of the FS 84.00 bulkhead. Drain valves in the skin of the
fuselage near FS 468.25 provide drainage for the flight data recorder pitot/static plumbing. Two
circuit breaker switches on the left inboard subpanel control the heating elements that prevent
the openings in the pitot/static masts from becoming clogged with ice which would cause the
indicators to register erroneous readings.
(2) The static portion of the system includes the pitot/static masts, located on each side of the upper
fuselage nose and the alternate static ports on the lower sides of the fuselage at FS 120.00 and
WL 83.00. Static air from the pitot/static masts is routed through separate tubing to the pilot's and
copilot's instantaneous vertical speed indicator, encoding altimeter, and airspeed indicator on
the instrument panel, to the air data computer and air data sensors in the avionics compartment
and to the flight data recorder in the cargo compartment. Copilot static air is also routed to the
pneumatic pressure indicator (Ref. Chapter 36) located on the copilot's subpanel. The cabin
differential pressure indicator (M1), located above and forward of the control pedestal, and the
cabin pressure differential switch (S122, Ref. Chapter 21), located under the instrument panel,
receive static pressure from the alternate static source. Should abnormal or erratic instrument
readings indicate that the normal static source is restricted, the alternate static air source is
used. Alternate static air is routed from these static ports through tubing to the pilot and copilot
alternate static air selector valves. The alternate static air selector valves are located on the
pilot's and copilot's sidewalls below and aft of the instrument panel. When the alternate air
source is required, the toggle switch is moved from the NORMAL to the ALTERNATE AND
DRAIN position on the pilot's or copilot's alternate static air selector valve. The need for drain
valves in the flight compartment area is eliminated since the alternate static ports are located in
the lowest point in each line from the instrument panel. A drain valve in the static line for the
flight data recorder is installed in the airplane skin just aft of FS 468.25. A circuit breaker switch
located next to the pitot/static mast switches controls heating elements that prevent the alternate
static ports from freezing over.
(3) Static air pressure ports installed on both sides of the fuselage at FS 535.50 provide static air
pressure to the cabin pressurization outflow valves. Refer to Chapter 21-30-00 for information
of this system.
34-11-00 Page 1
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MAINTENANCE MANUAL
Pitot and Static Air Pressure System Schematic

Figure 1 (Sheet 1)
34-11-00 Page 2
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MAINTENANCE MANUAL
PITOT AND STATIC AIR PRESSURE SYSTEM - TROUBLESHOOTING
1. Procedures
Table 101. Troubleshooting - Pitot/Static Air Pressure System

1. Heating Element a. Defective switch. a. Replace the switch.
Inoperative. b. Grounded or open circuit. b. Check for continuity and repair.
c. Defective heating element in c. Replace the Pitot/Static Mast.
pitot/static mast.
2. Circuit Breaker Keeps a. Grounded wire. a. Check for continuity and repair.
Tripping.
3. Instruments inoperative or a. Lines clogged a. Disconnect Lines at instruments
erratic in operation b. Line leaks. and blow out with low pressure air.
b. Check lines for loose
connections at all connection
points.
NOTE: Perform Pitot/Static pressure check on system prior to service after any lines have been open.
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MAINTENANCE MANUAL
PITOT AND STATIC AIR PRESSURE SYSTEM - MAINTENANCE PRACTICES
1. Procedures
The removal and installation procedure for the left and right masts are almost identical. Both are accessed
from outside of the airplane. Two index pins on the mast base plate engage with two index pin holes on
the mast mounting plate to ensure approximate pitot/static mast alignment.
2. Pitot/Static Mast
A. Removal
(1) Make sure the BATT switch is set to the OFF position and attach a red tag indicating "DO NOT
APPLY POWER".
(2) Perform BATTERY DISCONNECTION procedures (Ref. Chapter 24-31-00).
(3) Remove the upper (6) and lower (7) half doors around the pitot/static mast (5), by removing the
door screws (10 and 11). Clean any residual sealant from doors (Ref. Figure 203, Sheet 2 of 2).
CAUTION: When removing the pitot/static mast (5) be very careful not to break
or dislodge the Wet Shim (15) or the surface plate (14) from the
surface of the mount assembly (8) (Ref. Figure 203, Sheet 2 of 2).
If this happens, keep the pieces as intact as possible and contact
Textron Aviation Customer Service at 844-448-9828 or 316-517-
5800. Assistance is available at any time.
(4) Remove four screws (12) from the base of the pitot/static mast (5). Without breaking the wet
shim (15) carefully pull the mast (5) and gasket (13) (Ref. Figure 203, Sheet 2 of 2) away from
the airplane just far enough to expose the hoses and electrical connector (4) (Ref. Figure 203,
Sheet 1 of 2, Detail D).
NOTE: On the right-hand pitot/static mast the aft most static line is the S2. On the left-hand
pitot/static mast the aft most static line is the S1.
(5) Disconnect the pitot pressure hose (1), the S2 and S1 static pressure hoses (2 and 3) and the
electrical connector (4) (Ref. Figure 203, Sheet 1 of 2).
(6) Remove the gasket (13) from the base of the pitot/static mast (5) (Ref. Figure 203, Sheet 2 of 2).
(7) Inspect gasket for pliability, cracks, tears or excess wear of any kind. Replace if necessary.
(8) Install protective covers on the pitot/static hoses (1, 2 and 3), the electrical connector (4) and
the opening on the airplane fuselage (Ref. Figure 203, Sheet 1 of 2).
(9) Install protective covers on the pitot/static mast (5), if it is to be put back on the airplane.
B. Installation
(1) Perform PITOT/STATIC MAST ELECTRICAL CONTINUITY TEST procedures in this section
prior to installation.
(2) Remove the protective covers from airplane fuselage, pitot/static hoses (1, 2 and 3) and electrical
connector (4) (Ref. Figure 203, Sheet 1 of 2).
(3) Place the gasket (13) on the base of the pitot/static mast (5) (Ref. Figure 203, Sheet 2 of 2).
(4) Connect the airplane pitot/static hoses (1, 2 and 3) and electrical connector (4) to the pitot/static
mast (5) (Ref. Figure 203, Sheet 1 of 2).
(5) Install pitot/static mast (5) through the opening in the fuselage and secure with four screws (12)
(Ref. Figure 203, Sheet 2 of 2).
(6) Perform PITOT/STATIC MAST HEAT TEST procedure in this section.
NOTE: Allow sufficient time for the Pitot/Static Mast to cool before proceeding with Step (7).
(7) Temporarily install the upper (6) and lower (7) half doors. Use masking tape to mark a line
where the outside contour of the door halves meet with the pitot/static mast (5). Remove the
door halves and apply a bead of sealant (2, Table 2, 34-00-00) to the pitot/static mast (5) as
shown (Ref. Details B and C- C Figure 203, Sheet 1 of 2).
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(8) Install upper (6) and lower (7) half doors, ensuring the sealant (2, Table 2, 34-00-00) on the
pitot/static mast does not protrude beyond the outside edge of the doors. Secure door halves
with door screws (10 and 11). Remove masking tape from pitot/static mast (Ref. Figure 203,
Sheet 2 of 2).
(9) Remove the red tag from BATT switch and perform BATTERY CONNECTION procedure (Ref.
Chapter 24-31-00).
(10) Perform PITOT SYSTEM TEST and STATIC SYSTEM TEST procedures in this section.
C. Electrical Continuity Test
The purpose of this test is to ensure continuity of the heating element and to verify that no short exists
in the circuit.
NOTE: If any one of the following three Steps fail, DO NOT INSTALL this pitot/static mast (5) in
the airplane (Ref. Figure 203).
(1) With a suitable ohm meter check that continuity exists between pins A and B of the pitot/static
mast (5).
(2) Check from pin A to the case of the pitot static mast (5) to ensure that continuity DOES NOT
exist.
(3) Check from pin B to the case of the pitot static mast (5) to ensure that continuity DOES NOT
exist.
D. Heat Test
WARNING: Application of electrical power to the heating elements should

not exceed ten seconds at a time. To prevent possible burns
do not directly touch the heated areas. If testing cannot be
completed within the ten seconds, allow the elements to cool
before continuing.Ensure Pitot/Static Masts are not covered and
are free of any foreign material that may burn or melt due to the
extreme heat.
(2) Position pitot heat switches (left, right or both depending on mast being tested) to ON (Ref.
Figure 204).
(3) Verify that the corresponding (3) left-hand or (9) right-hand pitot/static mast surface gets hot
(Ref. Figure 201).
(4) Position the pitot/static heat switch or switches to OFF (Ref. Figure 204).
(5) Perform REMOVING GROUND POWER procedures (Ref. Chapter 24-40-00).
3. Pitot System
A. Test
The purpose of this test is to verify that there are no leaks in the entire system sufficient to induce a
significant error in the airspeed or altitude indications. Note that NO instrument or avionics unit may
be disconnected or any break made in the plumbing which would result in an untested point.
(1) Cap both pitot/static masts (3 and 9) (Ref. Figure 201) with pitot/static Adapters (2, Table 1,
34-00-00). Do not cover the static ports on the pitot/static masts while performing this test.
(2) Position the pitot/static Leak Tester (1, Table 1, 34-00-00) in the pilot's compartment (so the
operator can see the instruments).
(3) Connect a shop air source to the test equipment.
(4) Remove the dust cap from the pilot's pitot system test port (4) and connect the hose from the
test equipment to the port. The pitot/static system test ports are located on the aft edge of the
lower forward avionic shelf at FS 57.50. Access is through the avionic compartment left door
(Ref. Figure 201).
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(5) Open the pilot's pitot test port valve and close the coupler valve on the test box, then open the
pressure needle valve to slowly increase pressure in the pitot system until the airspeed indicator
registers 90% (270 knots) of the maximum reading.
(6) Close the pressure valve to isolate the pitot system and observe the airspeed indicator. If the
system retains the pressure for a period of five minutes, there are no leaks in the pitot lines.
CAUTION: The pressure must be released SLOWLY to avoid damaging the

airspeed indicator.
(7) Open the pressure bleed valve and slowly reduce the pressure to zero. If a leak in the system
is indicated, repair as necessary and repeat Steps (5) thru (7).
(8) With the system at ambient pressure and no leaks, turn off the test port valve, and slowly apply
pressure while observing the airspeed indicator. If the valves are properly closed and sealed,
there will be no indication of airspeed increase.
(9) Disconnect the test hose from the pilot's test port (4) and install the dust cap.
(10) Repeat Steps (4) thru (9) on the copilot's pitot system through test port (7).
4. Static Ports (Button Assemblies)

A. Removal (Ref. Figure 205)
(1) Remove crew seats and floorboards in the flight deck as needed.
(2) Gain access to the two static button assemblies (1) located on each side of the lower fuselage
at FS 120.00.
(3) Disconnect the electrical plug (2) from the button assembly heater socket (3).
(4) Disconnect the union (4) on the static line (5) from the fitting (6) on the button assembly (1).
(5) Remove the 6 screws (7), washers (8), and nuts (9) attaching the gasket (10) and button
assembly (1) to the airplane.
(6) Remove the static port (button assembly) (1) from the aircraft.
B. Installation (Ref. Figure 205)
(1) Position the static port (button assembly) (1) on the aircraft.
(2) Install the 6 screws (7), washers (8), and nuts (9) attaching the gasket (10) and button assembly
(1) to the airplane.
(3) Connect the union (4) on the static line (5) to the fitting (6) on the button assembly (1).
(4) Connect the electrical plug (2) to the button assembly heater socket (3).
(5) Return the airplane to its initial condition.
5. Static System Test

A. Test
Upon completion of the PITOT SYSTEM TEST, proceed with the following test:
(1) Cap both pitot/static masts (3 and 9) (Ref. Figure 201) with the pitot/static Adapter (2, Table 1,
34-00-00) to block off the pitot port and ALL of the static ports.
(2) Apply nonporous tape to the alternate static air source ports (2) located on each side of the lower
fuselage at FS 120.00.
(3) Position the pitot/static Leak Tester (1, Table 1, 34-00-00) in the pilot's compartment so the
operator can see the instruments.
(4) Connect a shop air source to the test equipment.
(5) Remove the dust caps from the pilot's pitot (4) and static (5) air test ports and connect the hoses
from the Pitot/Static leak tester (1, Table 1, 34-00-00) to the ports. The pitot/static system test
ports (4, 5, 6 and 7) are located on the aft edge of the lower forward avionic shelf at FS 57.50.
Access is through the avionic compartment left door (Ref. Figure 201).
(6) Open the test port valves.
(7) Open the coupler valve of the test equipment.
(8) Set the airplane altimeter to 29.92 inches Hg. (1,013.2 millibars).
NOTE: Alternate static air valves for the pilot and copilot are located on the left and right
sidewalls of the flight compartment and are placarded NORMAL and ALTERNATE
AND DRAIN.
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(9) Separate tests should be performed on the pilot's static air system, pilot's alternate static air
system, copilot's static air system, and the copilot's alternate static air system. While performing
the pilot's and copilot's static air system test, the alternate static air valve must remain in the
NORMAL position. While performing the pilots and copilots alternate static air system test, place
the alternate static air valve in the ALTERNATE AND DRAIN position for the side being tested.
The alternate static air valve for the other side must be in the NORMAL position.
(10) Slowly open the suction valve while observing the panel instruments for response. The coupler
valve can be adjusted to delay the pressure change in the pitot system, thus causing the airspeed
indicator to read upwards to near half scale.
(11) When the required altitude reading is attained, the pitot and static system pressures will become
equalized and the airspeed indicator will return to zero.
CAUTION: Excessive leakage in the static system can cause the airspeed
indicator to run backwards, which will damage the indicator.
(12) To prevent the airspeed indicator from running backwards due to excessive leakage, make a
preliminary leak check at 1,000 feet above the airplane pressure altitude to determine any loose
connections.
(13) Close the suction valve and observe the altimeter for 30 seconds. After verifying there are no
leaks, continue to increase altitude to the airplane altimeter reading indicated in Figure 202 (5.0
psi of vacuum).
(14) Close the suction valve and observe the airplane altimeter for one minute. The acceptable
altitude loss may be determined from the graph in Figure 202.
NOTE: The acceptable altitude loss over a one minute period is 2% of the difference
between the altimeter reading before and after application of 5.0 psi of vacuum to
the static system.
CAUTION: Reducing the altitude reading on the altimeter is a critical portion

of the test. Never disconnect any hose or change the alternate
static air selector valve until the altimeter has returned to field
elevation (ambient pressure). Reduce the vacuum very slowly
while monitoring the instruments to avoid damage.
(15) Open the pressure bleed valve and slowly reduce the vacuum to zero. If a leak in the system is
indicated, repair as necessary and repeat Steps (5) thru (15).
(16) Repeat Steps (5) thru (15) on the pilot's alternate static system.
NOTE: In Step (9) the alternate static air selector valve on the side being tested must be
placed in the ALTERNATE AND DRAIN position (the other side must be in the
NORMAL position) and remain there.
(17) Close the coupler valve.

(18) With the system at ambient pressure, close the test port valves, and slowly apply suction to the
static air system while observing the altimeter. A rise in the altimeter reading indicates a leaky
test port valve. Very slowly reduce the vacuum to ambient. Slowly apply a positive pressure to
the pitot air system test port valve and observe the airspeed indicator. A rise in the airspeed
indicator indicates a leaky test port valve. If the test port valves are properly closed and sealed,
there will be no indication on the instrument panel.
(19) Repeat Steps (5) thru (18) on the copilot's system.
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CAUTION: At the completion of this test the alternate air selector valve must
be placed in the NORMAL position for both the pilot's and copilot's
systems.
(20) Upon satisfactory completion of these tests, remove the test hoses from the test ports and install
the dust caps.
(21) Disconnect the shop air from the test equipment and remove the test equipment from the pilot's
compartment.
(22) Remove the tape from the alternate static air source ports located on each side of the lower
fuselage at FS 120.00. Clean the static ports.
(23) Remove the pitot/static Adapter (2, Table 1, 34-00-00) from the pitot/static masts (3 and 9)
located on the left and right side of the fuselage nose (Ref. Figure 201).
(24) Be certain the alternate static air selector valves are in the NORMAL position.
6. Pitot System Hoses

A. Inspecting
Inspect the hoses for signs of deterioration, particularly at bends and at the connection points to the
pitot/static mast and airspeed indicator. Hoses that are cracked or hardened should be replaced. Any
time a hose is replaced, the PITOT SYSTEM TEST and STATIC SYSTEM TEST procedures in this
Chapter must be accomplished.
7. Pitot Heads
A. Inspecting
Over time the high temperatures the probe heads reach, when the heater is used on the ground,
will darken the entire probe heads. This darkening is a natural oxide layer protecting the heads from
corrosion. In some cases over time, contaminates can break down this oxide layer, attack the base
metal and cause a gradual roughening of the contour surfaces.
CAUTION: No smoothing or repair to the roughened surface of the head on the

probe should be attempted. Attempts to repair the roughened contour
cause damage to static port edges and alter the contour. This damage
will cause erroneous pressure reading.
(1) Inspect the critical area of the head, i.e. the area from the pitot tip to 1/2 inch aft of the S2 static
ports (the static port closest to the strut), for roughening. Replace the pitot/static probes when
any of the following conditions are found:
(a) Roughening in the critical area exceeds that of lightly sandblasted metal.
(b) Roughening in the critical area is generally non-uniform.
(c) Evidence of metal flaking in the critical area.
(d) Roughening and an indication of faulty static pressure measurement, such as altitude splits
between the pilot and copilot altimeters.
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Pitot and Static Air Pressure System Test Ports

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Static System Test Graph

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Pitot/Static Mast Installation

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Pitot/Static Mast Installation

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Pitot/Static Mast Heat Switches

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Static Port Button Assembly

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FLIGHT ENVIRONMENT EQUIPMENT - DESCRIPTION AND OPERATION
1. General
A. The following subchapters describe the instruments and equipment that furnish data concerning
outside air temperature, altitude, air speed, vertical speed and the relation of the airplane to a specific
location. Some of this equipment furnishes data to the navigation equipment described in 34-20-00.
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OUTSIDE AIR TEMPERATURE (OAT) INDICATOR - DESCRIPTION AND OPERATION
1. General
A. The outside air temperature (OAT) indicator is installed in the left sidewall in the pilot's compartment
and is visible to the pilot. The indicator dial is on the inside of the compartment with the stem of the
instrument protruding through the skin of the airplane to the outside air. The indicator is calibrated in C°
from -60° to +60°. The unit is hermetically sealed against dust and moisture. Two post lights adjacent
to the indicator face provide illumination for dimly lit conditions and nighttime operation. The switch
for the lights is to the left of the indicator. Refer to Figure 201 under MAINTENANCE PRACTICES for
location of the OAT indicator.
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OUTSIDE AIR TEMPERATURE (OAT) INDICATOR - MAINTENANCE PRACTICES
1. Procedures
A. Removal
(1) Remove the three screws securing the MIC/PHONE jack escutcheon to the pilot's left sidewall
and remove the escutcheon. Do not damage the airplane wiring during removal of the
escutcheon (Ref. Figure 201).
(2) Reach through the opening for the MIC/PHONE jack escutcheon and loosen the jam nut on the
OAT indicator stem.
(3) Unscrew the OAT indicator from the support. Remove the nut, washer, and packing on the stem.
NOTE: Be careful not to drop any of the components being removed from the stem.
(4) Remove the OAT indicator and escutcheon from the sidewall; then carefully pull the OAT
indicator from the escutcheon.
B. Installation
(1) Carefully push the stem portion of the OAT indicator through the grommet in the indicator
escutcheon (Ref. Figure 201).
(2) Install the nut, washer, and packing on the stem.
(3) Screw the indicator down to hold the escutcheon securely against the sidewall.
(4) Tighten the jam nut on the stem.
(5) Install the MIC/PHONE jack escutcheon in the pilot's left sidewall and secure with three screws.
C. Inspection
Inspect the sunshield/support for dents, plugged openings and any misalignment that would allow
contact with the stem. Inspect the nut or sunshield and stem base for stripped or damaged threads.
Inspect the washers or spacers for deep scoring and distortion. Check the rubber mounting washer,
grommet, and packing for peeling, cracking, and resiliency. Inspect the index markings and numerals
for legibility. Inspect the pointer for chipped or peeling paint. Should the indicator malfunction, it
should be repaired by a certified instrument repair shop or replaced.
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Outside Air Temperature Indicator (OAT)

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AIRSPEED INDICATOR - DESCRIPTION AND OPERATION
1. General
A. The airspeed indicator (M143) shows the airspeed of the airplane continuously in knots per hour.
The instrument has two pointers, one showing the airplane's indicated airspeed (IAS) and the other
showing the maximum allowable airspeed (MAAS). The range of indication is 40 to 300 knots.
Airspeed reference markers ("bugs") are installed on the bezel at 82.5 knots, 102.5 knots and 127.5
knots.
B. The airspeed indicator receives impact air pressure and static air pressure for operation (Ref. 34-
11-00). The indicator requires 28 VDC power for the face light and the overspeed warning circuit.
The airspeed indicator has an overspeed warning switch that sounds a warning tone through the
audio system when the pitot air pressure exceeds the maximum speed for a given altitude and the
IAS pointer has overlapped the MAAS pointer. The overspeed warning circuit can be checked by
pressing "up" on the test switch (A224S9) located on the copilot's inboard subpanel. Refer to Figure
2 of 34-00-00 for location of the airspeed indicators on the pilot's flight panel. The airspeed indicator
is front mounted with screws. Refer to Chapter 31-10-00 for removal and installation instructions.
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INSTANTANEOUS VERTICAL SPEED INDICATOR - DESCRIPTION AND OPERATION
1. General
A. The instantaneous vertical speed indicator indicates instantaneously the vertical velocity up and down
of the airplane. The indicator requires static air pressure for operation and 28 VDC for face lighting.
The pointer can be manually adjusted to zero with a screwdriver. The indicator is front mounted with
screws to the pilot's flight panel. Refer to Figure 2 of 34-00-00 for location of the instrument on the
flight panel. Refer to Chapter 31-10-00 for removal and installation instructions.
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ENCODING ALTIMETER - DESCRIPTION AND OPERATION
1. General
A. An encoding altimeter is installed on each side of the instrument panel. Refer to Figure 2 of 34-00-
00 for location of the instruments. The altimeters provide the pilot and copilot with baro-corrected
altitude reading and encoded altitude signals to a transponder. The instrument requires static air
pressure and 28 VDC for operation. The 570-24929-412 encoding altimeter is standard equipment
for the copilot's position. On the pilot's side, a KEA-346 encoding altimeter and associated KAS-297A
altitude alerter are installed when the airplane does not have an autopilot. When the airplane is
equipped with the autopilot system, the pilot has an ALI-80A encoding altimeter that is connected to
the EFIS-84 Electronic Flight Instrument System. Refer to the following list for applicable publications
for maintenance of the altimeter and the altitude alerter when installed. Each altimeter is front mounted
and secured by a clamp to the instrument panel. Refer to Chapter 31-10-00 for removal and installation
instructions.
B. Bendix/King Publications
• KEA-346 Encoding Altimeter Maintenance Manual, 006-05514-01
• KAS-297A Altitude Alerter Maintenance Manual, 006-5202-01
C. Collins Publication
• ALI-80A Encoding Altimeter Maintenance Manual, 523-0767666
D. Intercontinental Dynamics Corp. Publication
• 570-24929-412 Encoding Altimeter Maintenance Manual with Illustrated Parts Breakdown,
25847
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RADIO ALTIMETER SYSTEM - DESCRIPTION AND OPERATION
1. General
A. The airplane has the ALT-55B Radio Altimeter System which provides altitude data to the EFIS-84
Electronic Flight Instrument System. Refer to the Standard Avionics Antenna Installation illustration in
Chapter 34-00-00 for the location of the antennas. Removal/Installation instructions for the Antennas
and the Altimeter Transceiver are in this chapter. Refer to the following publication for additional
maintenance information.
B. Collins Publication
• ALT-55B Radio Altimeter System Maintenance Manual, 523-0766798
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RADIO ALTIMETER SYSTEM - MAINTENANCE PRACTICES
1. Procedures
2. Radio Altimeter Transceiver (ALT-55B)

A. Removal
(1) Open the RADIO ALTM circuit breaker. Attach a caution tag to the circuit breaker panel indicating
maintenance is in progress.
(2) Remove the carpet and floor panel (173ATC) covering the radio altimeter transceiver. Refer to
Chapter 06-50-00 for the location of the panel. Perform the CARPET REMOVAL procedure as
required (Ref. Chapter 25-20-01).
(3) Identify, tag and disconnect the coaxial connectors (for transmit and receive) from the front of
the transceiver and cap (Ref. Figure 201).
(4) Loosen the knurled knobs.
(5) Grip the handle and slide the transceiver straight out until the electrical connector is disengaged.
Remove the transceiver.
B. Installation
(1) Position the transceiver in front of the mount (Ref. Figure 201).
(2) Slide the transceiver into the mount until the mating connectors are fully engaged.
(3) Position the knurled knobs on the front of the mount and tighten them until the transceiver is
secured in the mount.
(4) Connect the coaxial connectors to the transceiver.
(5) Install the floor panel. Perform the CARPET INSTALLATION procedure (Ref. Chapter 25-20-
01).
(6) Remove the caution tag and restore electrical power.
(7) Verify proper operation.
NOTE: If the FA2100 Flight Data Recorder is installed on this aircraft, perform the DISPLAY
PROCESSOR UNIT (DPU) TEST portion of the FLIGHT DATA RECORDER
(FA2100) FUNCTIONAL TEST procedure. Refer to Chapter 31-31-97 in the MODEL
SUPPLEMENT, P/N 129-590000-109.
3. Radio Altimeter Antenna

A. Removal
NOTE: The removal/installation procedures for the receive antenna and transmit antenna are
identical.
(1) Gain access to the forward antenna by removing floorboard panel 173DTC. Refer to Chapter
06-50-00 for the location of the panel. Perform the CARPET REMOVAL procedure as required
(Ref. Chapter 25-20-01). Gain access to the aft antenna by removing floorboard panel 181AT.
Refer to Chapter 06-50-00 for the location of the panel. Perform the CARGO FLOOR COVER
REMOVAL procedure as required (Ref. Chapter 25-50-00).
(2) Identify, tag and disconnect the coaxial connectors from the antennas (Ref. Figure 202).
(3) Remove the screws which secure the antenna to the airplane skin.
(4) Remove the antenna.
B. Installation
(1) Prior to installation of the antenna, remove the old sealant from the antenna and the airplane
skin (Ref. Figure 202).
(2) Electrically bond the antenna base to the airplane skin (Ref. Chapter 20-03-00).
NOTE: The arrow on the antenna must point in a fore or aft direction.
(3) Place the antenna in position; align with the mounting holes.
(4) Install the antenna screws.
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(5) Seal around screws and nut plates in the interior of the airplane with sealant (1, Table 2, 34-00-
00).
(6) Connect the coaxial connector to the antenna.
(7) Seal around the antenna periphery with sealant (1, Table 2, 34-00-00).
(8) Install the floorboard panel(s). Install the carpet or cargo floor cover. Refer to Chapter 25-20-01
for the CARPET INSTALLATION procedure or to Chapter 25-50-00 for the CARGO FLOOR
COVER INSTALLATION procedure.
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ALT-55B Radio Altimeter System Installation

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ALT-55B Radio Altimeter Antenna Installation

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ATTITUDE AND DIRECTION - DESCRIPTION AND OPERATION
1. General
A. Navigation Equipment
The navigation equipment listed in this chapter are typical of the installations in the airplane.
Because of the many variations of equipment and installations, your airplane may differ somewhat
from the illustrations; however, reference to the approximate locations shown may be beneficial for
maintenance operations. For more specific information applicable to individual systems, refer to the
Avionics Wiring Diagrams and to the appropriate supplier equipment manuals which are furnished
with each airplane.
Refer to the Typical Navigation Equipment and Typical Instrument Panel illustrations in Chapter 34-
00-00.
For maintenance of individual components, refer to the latest revision of the appropriate manual for
further information. The following is a list of the various navigation equipment manuals which may be
applicable to the navigation system installed in the airplane.
B. Collins Publication List
• ADF-462 Automatic Direction Finder Receiver Maintenance Manual, 523-0773913
• ADS-65 Air Data Sensor Instruction Book (Repair), 523-0771884
• ADC-85 Air Data Computer Maintenance Manual, 523-0775311
• DME-42 Transceiver Maintenance Manual, 523-0772460
• EFIS-84 Electronic Flight Instrument System Manual, 523-0775963-00111
• EHSI-84 Electronic Horizontal Situation Indicator
• EADI-84 Electronic Attitude Director Indicator
• DPU-84 Display Processor Unit
• DSP-84 Display Control
• FCP-65 Flight Control Panel Maintenance Manual, 523-0771881
• PRE-80C Preselecter/Alerter Maintenance Manual, 523-0767681
• MCS-65 Magnetic Compass System Maintenance Manual, 523-0772752
• RMI-36 Radio Magnetic Indicator Maintenance Manual, 523-0766802
• TDR-94 Transponder and Mode System Maintenance Manual, 523-0775657
• VIR-32 Navigation Receiver Maintenance Manual, 523-0772455
• WXR-350 Weather Radar System Maintenance Manual, 523-0774523
• APS-65 Autopilot and FGS-65 Flight Guidance System Installation manual, 523-0771862
C. BFGoodrich Publications List
• AI-804AF Standby 2-inch Gyro Horizon Maintenance Manual, TP-200
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ATTITUDE AND DIRECTION - MAINTENANCE PRACTICES
1. Procedures
2. Navigational Component
A. Removal
The avionics units installed in the avionics compartment are installed in mounting trays and can be
removed and installed as follows:
(2) Loosen the thumbscrew retainer and allow it to fall away from the retaining bracket.
(3) Carefully slide the unit straight out from its mounting tray. Any sideways or upward movement
will damage the connectors before they are disconnected. The electrical connector located on
the back of the unit will disengage as the unit is pulled out.
B. Installation
(1) Ensure that all electrical power is off.
(2) Carefully slide the unit straight into the mounting tray. The electrical connector on the end of the
unit will automatically engage as the unit slides into position.
(3) Position the thumbscrews and tighten.
(4) Lockwire the thumbscrews.
NOTE: If the FA2100 Flight Data Recorder is installed on this aircraft, and if one of the
following items has been replaced, refer to Chapter 34-20-00 in the MODEL 1900D
AIRLINER FLIGHT DATA RECORDER (FA2100) MAINTENANCE MANUAL
SUPPLEMENT, P/N 129-590000-109. Items are: APC-65, FYD-65, DGS-65,
ADC-85 and 332D-11T.
3. Pedestal Extension Control Panel

The navigation control panels mounted on the pedestal extension are secured with Dzus fasteners.
Rotate the Dzus fastener counterclockwise to unlock. To install, press on the fastener and rotate
it clockwise until it locks. When installing the control panels, guide the wiring into the extension to
prevent damage (Ref. Figure 201).
4. Collins 332D-11T Vertical Gyro

A. Removal
The vertical gyros installed in the avionics compartment are installed on mounting trays and can be
removed and installed as follows:
(2) Obtaining access from the pilot's-side avionics compartment, identify, tag and disconnect the
connectors to the two DGS-65 gyros. Refer to 34-00-00 TYPICAL NAVIGATION EQUIPMENT
illustration in Description and Operation section.
(3) Remove the attaching hardware securing the two DGS-65 gyros.
CAUTION: Be extremely careful when handling gyros, especially when setting

a unit down on a fixture, workbench, etc. Dropping one end of the
gyro just 0.75-inch (19mm) can damage the gyro bearings. When
not installed in the aircraft, store the unit in its original shipping
container. Carry the unit in the shipping container when transporting
between shops or to the aircraft for installation.
(4) Tag each gyro by position and orientation and remove the two DGS-65 gyros.
(5) Identify, tag and disconnect the connectors to the two 332D-11T vertical gyros.
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(6) Identify and tag each vertical gyro by position and orientation.
(7) Remove the attaching hardware on each gyro and remove the units.
B. Installation
(1) Ensure all electrical power is off.
CAUTION: Be extremely careful when handling gyros, especially when setting

a unit down on a fixture, workbench, etc. Dropping one end of the
gyro just 0.75-inch (19mm) can damage the gyro bearings. When
not installed in the aircraft, store the unit in its original shipping
container. Carry the unit in the shipping container when transporting
between shops or to the aircraft for installation.
(2) Install the vertical gyros with respect to identification tags. Refer to Chapter 34-00-00 TYPICAL
NAVIGATION EQUIPMENT in Description and Operation section. Ensure directional placard
points on the gyros point forward.
(3) Install the three bolts, six washers and three nuts, per each gyro.
(4) Torque the nuts 3 to 4 foot-pounds.
(5) Install the connectors to each gyro with respect to identification tags.
(6) Install the two DGS-65 gyros with attaching hardware, with respect to identification tags.
(7) Install the two connectors to each DGS-65 gyro with respect to identification tags.
(8) Remove all identification tags and labels.
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Typical Pedestal Extension Control Panels

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STANDBY COMPASS - MAINTENANCE PRACTICES
1. Procedures
A. Calibration
Correction of the standby compass card for magnetic error is accomplished by removing the correction
card plate and adjusting the compensator with a brass or other non-magnetic screwdriver. Calibrate
the standby compass to a compass rose or by use of a calibrated precision sight compass. Compass
calibration is performed under the following conditions.
(1) Start both engines.
(2) Turn all normal electrical and avionics equipment ON.
(3) Turn Left and Right Generators ON.
(4) Verify windshield electric heat is OFF.
(5) Verify windshield wipers are OFF.
(6) Turn power steering OFF (If Installed).
(7) Turn Left and Right Pitot Heat ON.
(8) Turn stall warning heat ON.
(9) Set the adjustment screws of the compensator on zero. Zero position of the adjustment screws
are obtained by lining up the dot on the compensator frame.
CAUTION: The N-S and E-W adjustment screws make approximately 3/4 turn
and hit a stop. DO NOT FORCE BEYOND THE STOPS. This
can cause a misalignment of the magnets and make the compass
unable to be compensated.
(10) Align the aircraft to a magnetic NORTH heading. Adjust the N-S adjustment screw until the
compass reads exactly NORTH.
(11) Align the aircraft to a magnetic EAST heading. Adjust the E-W adjustment screw until the
compass reads exactly EAST.
(12) Align the aircraft to a magnetic SOUTH heading. Note the resulting SOUTH error. Adjust the
N-S adjustment screw until one half of this error is removed.
(13) Align the aircraft to a magnetic WEST heading. Note the resulting WEST error. Adjust the E-W
adjustment screw until one half of this error is removed.
(14) Align the aircraft in successive magnetic 30° headings and record all errors on the outer ring of
the deviation card of the compass. In each position the standby magnetic compass should read
within ± 10° of the actual aircraft magnetic heading (Ref. Figure 201).
NOTE: Steps (10) thru (14) may be repeated as necessary to obtain an accuracy of ±
10° at each 30° heading.
(15) Turn Left and Right Generators OFF.

(16) Repeat Step (14) recording errors on the inner ring of the deviation card of the compass.
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Magnetic Compass Correction Card Plate

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RADIO MAGNETIC INDICATOR SYSTEM - DESCRIPTION AND OPERATION
1. General
The airplane is equipped with two identical Collins RMI-36 radio magnetic indicators; one on the pilot's
instrument panel, one on the copilot's instrument panel (Ref Figure 1). The RMI is an internally lighted,
panel-mounted, dual-needle indicator that displays the airplane gyro-stabilized magnetic-heading
information to either VOR or ADF stations. Each pointer is read against the compass card with a fixed
lubber (index) line. Each pointer operates independently and can be switched to separate ADF or VOR
receivers. A compass flag is used to show loss of power, compass invalid condition, and servo error.
The RMI's derive their power from the airplane 28-VDC and 26-VAC electrical power systems. Each
indicator is protected by circuit breakers. The pilot's and copilot's circuit breakers are located in the right
sidewall circuit breaker panel.
With the RMI operational, the pilot has the option of displaying heading information from NAV System
No. 1, NAV System No. 2, or the ADF System. A choice of ADF or VOR heading information on the
single needle is made by placing the single needle pointer button on the front of the indicator in the ADF
or VOR position and selecting the desired input information on the RMI VOR/ADF remote switch next
to the indicator. Compass information is displayed by the servoed compass card. The pointers will be
stored in a horizontal position with VOR selected when the NAV signal is invalid, or when the selected
NAV receiver is turned OFF.
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Radio Magnetic Indicator

Figure 1 (Sheet 1)
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RADIO MAGNETIC INDICATOR SYSTEM - MAINTENANCE PRACTICES
1. Procedures
Refer to Chapter 34-00-00, Figure 2, for typical instrument panel arrangement.
A. Removal
(1) Turn the BATTERY switch OFF and disengage the appropriate circuit breakers. Attach a caution
tag to the circuit breaker panel indicating maintenance is in progress.
(2) Remove the four screws that attach the indicator to the instrument panel.
(3) Gently remove the indicator from the instrument panel.
(4) Disconnect the electrical connector from the indicator.
B. Installation
(1) Turn the BATTERY switch OFF and disengage the appropriate circuit breakers. Attach a caution
tag to the circuit breaker panel indicating maintenance is in progress.
(2) Connect the electrical connector on the rear of the indicator and secure with the screws attached
to the connector.
(3) Position the indicator in the instrument panel and attach with the four attach screws.
(4) Restore electrical power to the system and check for proper operation.
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INDEPENDENT POSITION DETERMINING - DESCRIPTION AND OPERATION
1. General
A. Radar System
(1) The Model 1900D Airliner is equipped with either the Collins WXR-350, the Collins WXR-840,
or the Collins TWR-850 Weather Radar System. The WXR-350 system consists of the
transmitter/receiver unit located in the nose avionics compartment, an antenna assembly
located on the nose bulkhead, and a control unit located on the instrument panel. The WXR-840
system consists of an RTA-842 which is a one-piece receiver, transmitter, and antenna
assembly located on the nose bulkhead, and a control unit located on the instrument panel.
The TWR-850 turbulence weather radar system consists of an RTA-852 which is a one-piece
receiver, transmitter, and antenna assembly located on the nose bulkhead and a control unit
located on the instrument panel.
(2) The weather and turbulence readouts are displayed on either the pilot's or copilot's EFIS-84
(EHSI) display. The operation of the radar is explained in the EFIS-84 (4-tube) Operations
Manual.
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INDEPENDENT POSITION DETERMINING - MAINTENANCE PRACTICES
1. Procedures
2. Radar Antenna (P/N 622-2501-XXX)

A. Removal
(3) Remove the attaching screws from the radome and remove radome.
(4) Disconnect the electrical connector (4) and cap or cover connectors (Ref. Figure 201).
(5) Remove bolts, washers, and nuts (5) attaching the radar antenna (2) to the wave guide (1),
retain the gasket, and then cap or cover the wave guide (1).
(6) Remove bolts (3), washers (7) and washers (6) and remove the radar assembly from the
airplane.
B. Installation
(3) Perform antenna bonding procedures as directed in Chapter 23-10-00.
NOTE: Two washers (6) go between the radar mount and the bulk head at each bolt
position.
(4) Position the radar assembly and install washers (6), washers (7) and bolts (3) (Ref. Figure 201).
(5) Install gasket, bolts, washers, and nuts (5) attaching the radar antenna (2) to the wave guide (1).
(6) Connect the electrical connector (4).
(7) Install the radome.
3. Radar Antenna (P/N 622-8439-XXX)

A. Removal
(3) Remove the attaching screws from the radome and remove radome.
(4) Disconnect the electrical connector (9) and cap or cover connectors (Ref. Figure 202).
(5) Remove four screws (7) and washers (4, 5, 6) and remove the radar assembly from the airplane.
B. Installation
(3) Perform antenna bonding procedures as directed in Chapter 23-10-00.
CAUTION: To prevent damage to the bulk head (3), mount brackets (2) and
security issues, use additional washers (5 and 6) as required to
keep screw (7) from contacting bulk head (3) (Ref. Figure 202).
(4) Position the radar assembly on mount brackets (2) and install washers (4, 5, and 6) and four
screws (7) through mount (1).
(5) Connect the electrical connector (9).
(6) Install the radome.
4. Radar Control Panel

A. Removal/Installation
For panel removal/installation instructions refer to Chapter 31-10-00.
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Radar Antenna Assembly (P/N 622-2501-XXX)

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Radar Antenna Assembly (P/N 622-8439-XXX)

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GROUND PROXIMITY WARNING SYSTEM (GPWS) (HAWKER BEECHCRAFT INSTALLATION

ONLY) - DESCRIPTION AND OPERATION
1. General
A. The Model 1900D may be equipped with the Sunstrand MK-VI Ground Proximity Warning System
(GPWS). The GPWS provides visual and/or aural alerts and warnings to the pilot and copilot, for
protection against flight into terrain. The GPWS is made up of the ground proximity warning computer,
indicators, and switches which receives inputs from various airplane systems. The indicators for
GPWS are mounted on the main instrument panel. A GPWS P/TEST indicator/switch and a BELOW
G/S P/CANCEL indicator/switch are installed on both the pilot's and copilot's side of the instrument
panel. The G/S CANCLDP/TEST and GPWS INOP annunciators and the GPWS FLAP OVRD (flap-
override) switch are mounted in the center of the instrument panel. The Sundstrand MK-VI GPWS has
a self-test that can be used whenever the airplane is on the ground. On airplane UE-54, the GPWS
computer is mounted on a shelf in the rear of the aft baggage compartment. On airplanes UE-62 and
After, the GPWS computer is mounted in the forward baggage compartment.
B. System power is supplied from the GPWS circuit breaker on the right circuit breaker panel. Utilize the
Model 1900D Avionics Wiring Diagrams provided with the airplane to isolate malfunctions. Refer to
the following publication for additional maintenance information.
C. Sundstrand Aerospace Publications
• MK VI GPWS Installation Design Guide, 060-3942-000
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INSTALLATION ONLY) - MAINTENANCE PRACTICES
1. Procedures
2. GPWS Computer
A. Removal
NOTE: On airplane UE-54, the GPWS computer is mounted on a shelf in the rear of the aft
baggage compartment. On airplanes UE-62 and After, the GPWS computer is mounted
in the forward baggage compartment. This procedure is typical for both locations.
(1) Open the GPWS circuit breaker (Ref. Figure 201).

(2) Attach a caution tag to the circuit breaker panel.
(3) Remove the six attaching screws from the avionics cover and remove the cover (UE-62 and
After only).
(4) Identify, tag and disconnect the data connector from the front of the computer.
(5) Loosen the knurled knob that secures the GPWS computer to the mount.
(6) Remove the GPWS computer from the mount.
B. Installation
(1) Place the GPWS computer on the mount and engage the mounting projections (Ref. Figure
201).
(2) Tighten the knurled knob until the unit is secured.
(3) Connect the data connector to the front of the computer.
(4) Place the avionics cover in position and secure with six screws (UE-62 and After only).
(5) Remove the caution tag and close the GPWS circuit breaker.
(6) Perform the GROUND PROXIMITY WARNING SYSTEM SELF-TEST procedure.
NOTE: If the FA2100 Flight Data Recorder is installed on this aircraft, perform the
GROUND PROXIMITY WARNING SYSTEM (GPWS) TEST portion of the FLIGHT
DATA RECORDER (FA2100) FUNCTIONAL TEST procedure. Refer to Chapter
31-31-97 in the MODEL 1900D AIRLINER FLIGHT DATA RECORDER (FA2100)
C. GPWS Self-Test
(2) Ensure all avionics systems are operating.
NOTE: Observe the GPWS INOP indicator. If the indicator is illuminated, perform Steps (3)
thru (5) and Step (15). If the indicator is not illuminated, perform Steps (6) thru (15).
There are three possible messages to indicate that the problem is a fault in a system
providing input to the GPWS system. These faults are RADIO ALTITUDE FAULT,
GLIDESLOPE FAULT and BARO RATE FAULT.
(3) Press and hold the GPWS P/TEST indicator/switch.

(4) Observe that the audio system interphone and/or speaker annunciates one or more of the
mentioned fault messages one time at a reduced volume. The fault message(s) will repeat
once. If no audio annunciation is observed, there may be an internal GPWS computer fault.
(5) Release the GPWS P/TEST indicator/switch.
(6) Press and hold the GPWS P/TEST indicator/switch.
(7) The GPWS INOP annunciator comes ON immediately.
(8) The G/S CANCLD annunciator comes ON immediately.
(9) The GPWS FLAP OVRD annunciator comes ON immediately.
(10) The BELOW G/S annunciator comes on approximately 1/2 second later.
(11) The aural message "GLIDESLOPE" is heard once at reduced test volume.
(12) The red GPWS warning annunciator should illuminate after a slight delay, usually within 4 to 5
seconds.
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(13) The aural message "PULL-UP" is heard 2 to 6 times at reduced volume.

(14) Release the GPWS P/TEST indicator/switch.
NOTE: To repeat this Self-Test, wait a minimum of 30 seconds to allow the GPWS computer
to re-initialize.
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Ground Proximity Warning System Computer (OEM Installation Only)

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COLLISION AVOIDANCE (HAWKER BEECHCRAFT INSTALLATION ONLY)

- DESCRIPTION AND OPERATION
1. General
A. Traffic Alert and Collision Avoidance System (TCAS)
(1) The Model 1900D is equipped with the BFGoodrich Traffic Alert and Collision Avoidance
System TCAS791. The traffic alert and collision avoidance system (TCAS 1) supplies aural and
visual traffic advisory (TA) alerts when a potential collision with another airplane is determined.
Traffic advisories indicate the relative position of nearby transponder-equipped airplanes and
are graphically displayed on the control display unit (CDU). Traffic advisories assist the pilot
and copilot in visually locating other airplanes relative to range, bearing, and altitude.
(2) System power is supplied from the TCAS circuit breaker on the right circuit breaker panel. The
TCAS consists of a receiver/transmitter computer, upper directional antenna and a lower omni-
directional antenna. The TCAS transmits and receives from both the top and bottom antenna.
The antenna transmitted from is determined by the location of the reply airplane.
(3) The TCAS receiver/transmitter computer on airplane UE-54 is mounted on the baggage
compartment shelf in the rear of the aft baggage compartment. On all other airplanes with
TCAS, the TCAS is mounted on the avionics shelf in the forward baggage compartment. Utilize
the Model 1900D Avionics Wiring Diagrams provided with the airplane to isolate malfunctions.
B. Control Display Unit
(1) The Control Display Unit (CDU) CD605 is used in the TCAS warning system and is used to
present traffic information to the pilot. The display is a high resolution CRT. The CRT displays
data in three colors: white, cyan, and amber. The CDU is mounted in the instrument panel. Refer
to the Typical Instrument Panel (with GPWS and TCAS) illustrations in 34-00-00. To remove
and install the CDU (Ref. Chapter 31-10-00). The CDU receives 28 VDC power from the TCAS
circuit breaker.
(2) The operation of the control display unit is explained in the B. F. Goodrich CD605 Maintenance
Manual. Utilize the Model 1900D Avionics Wiring Diagrams provided with the airplane to isolate
malfunctions.
Refer to the following publications for additional maintenance information.
C. BFGoodrich Publications
• TCAS791 Installation Manual
• CD605 Maintenance Manual
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COLLISION AVOIDANCE (HAWKER BEECHCRAFT INSTALLATION ONLY) - MAINTENANCE PRACTICES
1. Procedures
2. Traffic Alert and Collision Avoidance System (TCAS) Computer

A. Removal
NOTE: On airplane UE-54, the TCAS computer is mounted on a shelf in the rear of the aft
baggage compartment. On airplanes UE-62 and After, the TCAS computer is mounted in
the forward baggage compartment. This procedure is typical for both locations.
(1) Open the TCAS circuit breaker (Ref. Figure 201).

(2) Attach a caution tag to the circuit breaker panel.
(3) Remove 6 screws from the avionics cover and remove the cover (UE-62 and After only).
(4) Identify, tag and disconnect the four antenna connectors from the front of the TCAS computer,
then cap and tag the connectors.
(5) Loosen both of the knurled knobs that secure the TCAS computer to the mount.
(6) Slide the TCAS computer forward and lift up to remove.
B. Installation
(1) Place the TCAS computer on the mount and slide to the rear to engage the mounting projectors
(Ref. Figure 201).
(2) Tighten the knurled knobs until the unit is secured.
(3) Remove the caps and connect the four antenna connectors to the front of the TCAS computer.
(4) Replace the avionics cover and secure it with six screws (UE-62 and After only).
(5) Remove the caution tag and close the TCAS circuit breaker.
(6) Check the system for proper operation.
NOTE: If the FA2100 Flight Data Recorder is installed on this aircraft, perform the TRAFFIC
ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS) TEST portion of the
FLIGHT DATA RECORDER (FA2100) FUNCTIONAL TEST procedure. Refer to
3. Upper Directional Antenna

A. Removal
Refer to 34-00-00 for the Standard Avionics Antenna Installation illustration.
(1) Open the TCAS circuit breaker.
(2) Remove the sealant from the base of the antenna.
(3) Remove four screws from the antenna and pull the antenna, adapter plate, and gasket from the
airplane.
(4) Identify, tag and disconnect the three connectors from antenna.
B. Installation
(2) Apply a narrow bead of sealant (1, Table 2, 34-00-00) around the cutouts for the three
connectors.
(3) Remove the tags from the three connectors and connect the connectors to the antenna
(4) Position the antenna, adapter plate, and gasket, then install the four retaining screws.
(5) Apply a fillet seal around the antenna base with sealer (1, Table 2, 34-00-00).
4. Omni-Direction Antenna
A. Removal
Refer to 34-00-00 for the Standard Avionics Antenna Installation illustration.
(1) Open the TCAS circuit breaker.
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(2) Disconnect the antenna cable.

(3) Remove the sealant from the antenna base, nut plates and connector cutout.
(4) Remove four retaining screws, nuts, and gasket, then remove the antenna.
B. Installation
(2) Apply a narrow bead of sealant (1, Table 2, 34-00-00) around the cutout for the connectors.
(3) Position the antenna, then install the six mounting screws.
(4) Apply a fillet seal around the antenna base with sealer (1, Table 2, 34-00-00).
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Traffic Alert and Collision Avoidance System (TCAS) Installation (OEM Installation Only)
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DEPENDENT POSITION DETERMINING - DESCRIPTION AND OPERATION
1. General
A. Collins VIR-32 Navigation Receiver
(1) The Collins VIR-32 navigation receiver provides VOR, localizer and glideslope deviation,
magnetic bearing to the station, VOR to-from information, marker beacon lamp signals, and
VOR and marker beacon identification audio signals. Frequency and/or channel selection is
controlled by the Collins CTL-32 NAV control unit.
(2) The airplane has two navigation receivers which are designated as NAV 1 and NAV 2. Nav 1
operates the VOR bearing pointer, deviation pointer, NAV warning flag and TO-FROM pointer
on the HSI for the pilot and sends a VOR bearing signal to both the pilot's and copilot's RMI.
NAV 2 operates the VOR bearing pointer, deviation pointer, NAV warning flag and TO-FROM
pointer on the HSI for the copilot and sends a VOR bearing signal to both the pilot's and the
copilot's RMI. An audio signal is sent to the audio control system when an ILS signal is being
received. The marker beacon outputs, which are provided by NAV 1/NAV 2, display to the pilot's
and copilot's marker lights.
(3) The radio navigation system (including RMI) receives and displays automatic VOR information
and provides signals to display ILS and manual VOR data transmitted from VOR/LOC and
ILS ground stations for enroute and terminal navigation. When the VOR mode is selected,
the navigation system receives and displays magnetic bearing and relative bearing on the RMI
and detects course deviation and to-from data for depiction by the flight director. When the ILS
mode is selected, the RMI bearing pointer parks in an unused horizontal position. The navigation
system receives and processes the ILS data to provide input signals for the flight director and
marker beacon lights.
(4) When tuned to and within range of a VOR station, the radio navigation system receives course
and bearing information. Sine/cosine azimuth data is provided for display of the airplane position
with respect to the station or to courses to the station, and VOR identifier signals are sent to the
audio system. The VOR signals, received and processed by the navigation receiver system,
consist of reference phase and variable phase signals. The two signals are in phase at magnetic
north, and the phase shift at any other direction from the VOR station is an equal signal in degrees
to the bearing from the station. This generates VOR radials that radiate from the station. The
VIR-32 navigation receiver receives and processes the composite VOR signal for display of VOR
bearing and course information on the navigation instruments (RMI and flight director).
(5) The VOR/LOC receiver operates 200 channels in the frequency range of 108.000 to 117.95 MHZ.
When selecting a localizer frequency/channel, a corresponding glideslope frequency/channel is
automatically selected. The VOR/LOC signals are received by a pair of VOR/LOC antennas.
The antennas are connected to both NAV receivers.
(6) The two NAV receivers are located on the right side of the airplane in the nose avionics section.
The antennas are located one on each side of the vertical stabilizer. The NAV control units are
located in the instrument panel; one on the pilot's side, the other on the copilot's side.
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DEPENDENT POSITION DETERMINING - TROUBLESHOOTING
1. Procedures
A. The Collins VIR-32 navigation receivers operate with the AP/FD, RMI's, HSI's, DME and audio control
systems. Ensure these systems are receiving power and functioning properly when troubleshooting
the navigation receivers.
B. To troubleshoot the system, the first step is to swap the two navigation receivers to determine if the
receiver is faulty.
C. The VIR-32 navigation receivers have a self-test feature to help locate faults; refer to the
manufacturers manual.
D. Utilize the 1900D Airliner Electrical Wiring Diagram Manual and the aircraft serial number specific
Avionics wiring diagrams to isolate malfunctions.
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DEPENDENT POSITION DETERMINING - MAINTENANCE PRACTICES
1. Procedures
A. Removal
NOTE: Removal/Installation procedures are typical for both the NAV 1 and NAV 2 receivers.
(1) Open the NAV NO.1 or NAV NO.2 circuit breaker. Attach a caution tag to the circuit breaker
panel noting that maintenance is in progress.
(2) Open the right nose avionics compartment access panel (812AR) (Ref. Chapter 06-50-00).
(3) Loosen the knurled knobs that secure the receiver to the mount.
(4) Slide the receiver parallel with the mount until the unit is free of the electrical connector and
remove the unit from the mount.
B. Installation
(1) Place the receiver on the mount and slide it parallel with the mount to engage the electrical
connector.
(2) Position the knurled knobs on the front of the mount to engage the mounting projections and
tighten the knurled knobs until the unit is secured.
(3) Close the right nose avionics compartment access panel (812AR) (Ref. Chapter 06-50-00).
(4) Remove the caution tag and close the NAV NO. 1 or NAV NO.2 circuit breaker. Verify proper
operation.
NOTE: If the FA2100 Flight Data Recorder is installed on this aircraft, perform the NAV
TEST portion of the FLIGHT DATA RECORDER (FA2100) FUNCTIONAL TEST
129-590000-109.
2. CTL-32 NAV Control Unit

A. Removal
NOTE: Removal/Installation procedures are typical for both control units.
(1) Open the NAV NO.1 or NAV NO.2 circuit breaker. Attach a caution tag to the circuit breaker
(2) Turn the three actuating screws counterclockwise with a 3/32-inch allen wrench.
(3) Pull the NAV control unit from the instrument panel and disconnect the electrical connector from
the unit.
B. Installation
(1) Pull the electrical connector from the center pedestal control panel and connect it to the NAV
control unit.
(2) Using a 3/32-inch allen wrench, ensure that all three actuating screws are turned fully
counterclockwise until the stop nuts are contacted.
(3) Insert the NAV control unit into the instrument panel.
(4) Tighten the three actuating screws with a 3/32-inch wrench until the NAV control is held firmly
in place.
(5) Remove the caution tag and close the NAV NO. 1 or NAV NO. 2 circuit breaker. Verify proper
operation.
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COLLINS DME-42 SYSTEM - DESCRIPTION AND OPERATION
1. General
A. Description
(1) The Collins DME system is used as either a single DME or a dual DME system.
(2) The distance measuring equipment (DME) system electronically measures distances and
displays them on the pilot's and copilot's EHSI.
(3) The Model 1900D airplane may be equipped with dual Collins DME-42 distance measuring
equipment system which consists of two receiver-transmitters, two EHSI screens, two antennas
and two NAV controls.
(4) The DME system measures the line-of-sight distance from the airplane to a preselected ground
station; VOR/DME, VORTAC, TACAN, etc. The distance information received from the DME
is slant range distance and not actual horizontal distance. The DME transmits the coded
interrogation signals (paired pulse at a specific spacing) to the ground station. The maximum
measure range of the DME-42 is 300 nautical miles. However, the range capability of a DME
is limited by the airplane altitude, obstructions such as hills or mountains, and the earth's
curvature.
(5) Distance is displayed on the pilot's and copilot's EHSI, and an audio tone is transmitted to the
audio control system.
(6) The DME system provides 252 frequency channels, a distance display range of 0.0 to 299.9
nautical miles, a transmitter frequency range of 1,025 to 1,150 MHz, and a receiver frequency
range of 962 to 1,213 MHz.
(7) The DME system can simultaneously track and provide complete information from up to three
DME stations. The information displayed on the EHSI includes, distance, ground speed, time-
to/from-station, and the station identifier.
(8) The DME receiver-transmitters are located on the left side of the airplane in the nose avionics
section. The EHSI screens are the lower of the four EFIS screens, one on the pilot's side, the
other on the copilot's side of the instrument panel. The two NAV controls are located in the
instrument panel, one on the pilot's side and one on the copilot's side. The two DME antennas
are located in the center of the belly of the airplane, one just aft of the entrance door, the other
just aft of the forward side of the cargo door.
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COLLINS DME-42 SYSTEM - MAINTENANCE PRACTICES
1. Procedures
2. DME-42 Receiver-Transmitter
Removal/Installation procedures described herein may be applied to the components of both the single
DME and/or dual DME systems.
A. Removal
NOTE: Removal/installation procedures are typical for both the DME 1 and DME 2
receiver-transmitters.
(1) Open the DME NO.1 or DME NO.2 circuit breaker. Attach a caution tag to the circuit breaker
panel indicating maintenance is in progress.
(2) Open the left nose avionics compartment access panel (811AL) (Ref. Chapter 06-50-00).
(3) Identify, tag and disconnect the coaxial connector on the front of the receiver-transmitter.
(4) Loosen the knurled knobs (Ref Figure 201).
(5) Gently slide the receiver-transmitter from the mounting tray and remove it from the airplane.
B. Installation
(1) Position the receiver-transmitter in the mount(Ref Figure 201).
(2) Carefully slide the receiver-transmitter into the mount until the connector engages. Ensure the
pins are properly aligned and firmly press the receiver-transmitter until the connector is firmly
engaged.
(3) Tighten the knurled knobs over the hook projections on the front of the receiver-transmitter.
(4) Connect the coaxial connector on the front of the receiver-transmitter.
(5) Close the left nose avionics compartment access panel (811AL).
(6) Remove the caution tag and close the DME NO. 1 or DME NO. 2 circuit breaker. Verify proper
operation.
NOTE: If the FA2100 Flight Data Recorder is installed on this aircraft, perform the
DISTANCE MEASURING EQUIPMENT (DME) TEST portion of the FLIGHT
DATA RECORDER (FA2100) FUNCTIONAL TEST procedure. Refer to Chapter
31-31-97 in the MODEL 1900D AIRLINER FLIGHT DATA RECORDER (FA2100)
3. DME Antenna
A. Removal
NOTE: The Removal/Installation procedures for the receive antenna and transmit antenna are
identical.
(1) Open the DME NO.1 or DME NO.2 circuit breaker. Attach a caution tag to the circuit breaker
panel indicating maintenance is in progress.
(2) Gain access to the forward antenna by removing floorboard panel 143ATC. Refer to Chapter
06-50-00 for the location of the panel. Perform the CARPET REMOVAL procedure as required.
Refer to Chapter 25-20-01. Gain access to the aft antenna by removing floorboard panel 181AT.
Refer to Chapter 06-50-00 for the location of the panel. Perform the CARGO FLOOR COVER
REMOVAL procedure as required. Refer to Chapter 25-50-00.
(3) Identify, tag and disconnect the coaxial connector from the antenna (Ref Figure 201).
(4) Loosen and remove the mounting screws.
(5) Pull the antenna from the airplane skin. Remove old sealer from the antenna and the airplane.
(6) Remove the gasket from the antenna.
B. Installation
(1) Position the antenna on the airplane with a new gasket (Ref Figure 201).
(2) Attach the antenna with the mounting screws.
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(3) Connect the coaxial connector and apply sealant (1, Table 2, 34-00-00) around the antenna.
(4) Install the floorboard panel(s). Install the carpet or cargo floor cover. Refer to Chapter 25-20-01
for the CARPET INSTALLATION procedure or to Chapter 25-50-00 for the CARGO FLOOR
COVER INSTALLATION procedure.
(5) Remove the caution tag and close the DME NO. 1 or DME NO. 2 circuit breaker. Verify proper
operation.
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Collins DME-42 System Installation

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MAGNETIC COMPASS - MAINTENANCE PRACTICES
1. Procedures
2. Compass Calibration
The ground calibration of the magnetic compass should be performed on two cardinal headings 90° apart
with the airplane electrical loads configured as follows:
A. Outer Ring
(1) Windshield Heat - Off
(2) Power Steering - Off (If Installed)
(3) Propeller Heat - Off
(4) Left and Right Pitot Heat - On
(5) Stall Warning Heat - On
(6) All Other Normal Electrical and Avionics Equipment - On
B. Inner Ring
(1) Battery - On
(2) Generators - Off
(3) Generator Bus Ties - Normal
(4) Bus Sense - Normal
(5) Avionics Master - On
(6) Inverters - On
(7) EFIS Power Switches - Off
(8) NAV Lights - On
(9) Beacon - On
(10) Pitot Heat - On
(11) Bleed Air Valves - On
(12) Blowers - Auto
(13) Cabin Temp Mode - Off
(14) Cabin Lights - Partial
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EFIS-84 ELECTRONIC FLIGHT INSTRUMENT SYSTEM - DESCRIPTION AND OPERATION
1. General
A. EFIS-84 Electronic Flight Instrument System
(1) The EFIS installed in the Model 1900D Airliner consists of electronic display units and their
associated drive and control units (Ref Figure 1). Typical components are an Electronic Attitude
Director Indicator (EADI) and Electronic Horizontal Situation Indicator (EHSI) cathode ray tube
(CRT) displays, a Display Select Panel (DSP), a Display Processor Unit (DPU) and a Weather
Radar Panel. The EADI, EHSI, DSP, and DPU may be single or dual installations. Refer to
Figure 1. Information on degaussing the CRTs may be obtained from the manufacturer's local
representative.
(2) The EADI presents a multicolored display of airplane pitch and roll attitude, autopilot mode
annunciations, vertical deviation, lateral deviation, autopilot engage status, attitude/heading
comparator warnings, and decision height set. Other display information is also available as a
function of pilot selection.
(3) The EHSI presents a display of the airplane horizontal navigation situation. Information
displayed includes compass heading, sensor type annunciation, selected heading, primary
VOR/LOC course arrow or LNV desired track. Other information is also available as a function
of pilot selection.
(4) The Display Select Panel provides EHSI format selection, active and preset navigation sensor
selection, bearing pointer selection, NAV data selection, and weather radar information.
(5) The Display Processor Unit provides sensor input processing and switching, the necessary
deflection and video signals, and the power for the electronic displays. The DPU normally drives
two flight displays; for example, an EADI and an EHSI. The DPU can also provide backup drive
for the cross-side instruments in the event of a failure of the cross-side DPU.
(6) The Weather Radar Panel provides weather data outputs required for the display of weather
radar information on the EHSI.
(7) The pilot's and copilot's EADI and EHSI are located in the instrument panel, the DSP (Display
Select Panel) and Weather Radar Panel are located in the pedestal. The Number 1 DPU (Display
Processor Unit) is located in the nose avionics compartment on the right side. The Number 2
DPU is located in the nose avionics compartment on the left side when more than one DPU is
installed. Refer to the illustrations in 34-00-00 for the locations of the EADI's, EHSI's and DPU's.
Refer to the Typical Pedestal Extension Control Panels illustration in 34-20-00 for the location
of the DSP (Display Select Panel) and Weather Radar Panel.
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EFIS-84 Electronic Flight Instrument System

Figure 1 (Sheet 1)
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EFIS-84 ELECTRONIC FLIGHT INSTRUMENT SYSTEM - MAINTENANCE PRACTICES
NOTE: Refer to the Collins EFIS 84 Maintenance Manual 523-0775968 and Collins EFIS-84
Installation Manual 523-0775965 for functional check procedures anytime an EFIS-84
component is replaced.No periodic maintenance is required on EFIS-84 units. EFIS units
should not be removed from the airplane unless repair is required.
1. CRT
A. Routine Cleaning
The EFIS-84 contains several panel-mounted units which have cathode ray tube (CRT) displays.
These displays should be routinely cleaned. Use the following cleaning materials; window-glass
cleaner or warm water with a mild soap and lens tissue or a soft, low-lint cloth.
CAUTION: Do not use solvent to clean the optic filter (face) of the CRT. The glass is
coated with an antireflective coating that may be damaged by solvents.
(1) Clean dust and light fingerprints by wiping the crt face with a nonabrasive, lint-free lens tissue.
(2) Remove oily fingerprints or any other residue by applying glass cleaner to the lens tissue or soft
cloth and rub the tissue around the display face. Do not apply the liquid directly to the CRT.
(3) After the display face is clean, use a clean dry tissue to remove excess liquid and any streaks.
2. Electronic Attitude Director Indicator (EADI)
CAUTION: The control wheel must be in the aft position to allow the instrument to clear
the instrument panel. This may require two technicians to remove or install
the unit, one to hold the control wheel in the aft position and the other to
remove or install the unit.
A. Removal
NOTE: Ensure that the inclinometer is removed from the front of the EADI prior to removal of
the EADI.
This procedure is typical for the pilot's or copilot's EADI.
(1) Open the PLT EADI or COPLT EADI circuit breaker. Attach a caution tag to the circuit breaker
(2) Remove the four screws, one in each corner, that secure the EADI to the instrument panel (Ref.
Figure 201 or Figure 202).
(3) Carefully slide the EADI out of the instrument panel until the electrical connector can be reached.
(4) Identify, tag and disconnect the electrical connectors.
(5) Carefully remove the unit.
B. Installation
NOTE: Ensure that the inclinometer is installed on the front of the EADI after installation of the
EADI. The Inclinometer shall be leveled by the installer.
(1) Connect the electrical connectors to the rear connector of the EADI (Ref. Figure 201 or Figure
202).
(2) Carefully slide the unit into the instrument panel.
(3) Secure the unit with the four screws, one in each corner.
(4) Close the PLT EADI or COPLT EADI circuit breaker. Verify proper operation.
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3. Electronic Horizontal Situation Indicator (EHSI)
CAUTION: The control wheel must be in the aft position to allow the instrument to clear
the instrument panel. This may require two technicians to remove or install
the unit, one to hold the control wheel in the aft position and the other to
remove or install the unit.
A. Removal
NOTE: This procedure is typical for the pilot's or copilot's EHSI.
(1) Open the PLT EHSI or COPLT EHSI circuit breaker. Attach a caution tag to the circuit breaker
(2) Remove the four screws, one in each corner, that secure the EHSI to the instrument panel (Ref.
Figure 201 or Figure 202).
(3) Carefully slide the EHSI out of the instrument panel until the electrical connector can be reached.
(5) Carefully remove the unit.
B. Installation
(1) If required, degauss the unit. Refer to information in the DESCRIPTION AND OPERATION
section of this chapter.
(2) Connect the electrical connectors to the rear connector of the EHSI (Ref. Figure 201 or Figure
202).
(3) Carefully slide the unit into the instrument panel.
(4) Secure the unit with the four screws, one in each corner.
(5) Close the PLT EHSI or COPLT EHSI circuit breaker. Remove the caution tag. Verify proper
operation.
4. Display Select Panel (DSP)

A. Removal
(1) Open the PLT DSP or COPLT DSP circuit breaker. Attach a caution tag to the circuit breaker
(2) Unlock the Dzus fasteners (Ref. Figure 201 or Figure 202).
(3) Remove the display select panel from the airplane center pedestal.
B. Installation
(1) Connect the electrical connectors (Ref. Figure 201 or Figure 202).
(2) Place the panel in the center pedestal.
(3) Tighten the Dzus fasteners.
(4) Close the PLT DSP or COPLT DSP circuit breaker. Remove the caution tag. Verify proper
operation.
SUPPLEMENT, P/N 129-590000-109.
5. Display Processor Unit (DPU)

A. Removal
NOTE: This procedure is typical for the pilot's or copilot's DPU.
(1) Open the PLT DSPL PRCSR or COPLT DSPL PRCSR circuit breaker. Attach a caution tag to
the circuit breaker panel noting that maintenance is in progress.
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EFIS Displays and Controls (UE-2 thru UE-92) (Typical)

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EFIS Displays and Controls (UE-93 and After) (Typical)

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(2) Open the right nose avionics compartment access panel (812AR) to gain access to DPU # 1 or
open the left nose avionics compartment access panel (811AL) to gain access to DPU # 2 (Ref.
FUSELAGE ACCESS PANELS Chapter 06-50-00).
(3) Loosen the knurled knobs securing the DPU (Ref. Figure 203).
(4) Slide the DPU straight out to disconnect it from the mount connectors.
(5) Carefully remove the unit from the mount.
B. Installation
(1) Place the DPU on the mount and carefully slide it parallel with the mount to engage the electrical
connector (Ref. Figure 203).
(2) Position the knurled knobs on the front of the mount to engage the mount projections and tighten
the knurled knobs until the unit is secured.
(3) Close the PLT DSPL PRCSR or COPLT DSPL PRCSR circuit breaker. Remove the caution tag.
(5) Close the nose avionics compartment access panel.
SUPPLEMENT, P/N 129-590000-109.
6. Weather Radar Panel

A. Removal
(1) Open the RADAR and 115VAC RADAR circuit breakers. Attach a caution tag to the circuit
breaker panel noting that maintenance is in progress.
(2) Unlock the Dzus fasteners.
(3) Remove the weather radar panel from the airplane center pedestal.
B. Installation
(1) Connect the electrical connectors.
(2) Place the panel in the center pedestal.
(3) Tighten the Dzus fasteners.
(4) Close the RADAR and 115VAC RADAR circuit breakers. Remove the caution tag.
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EFIS Display Processor Unit

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COLLINS TDR-94 TRANSPONDER SYSTEM - DESCRIPTION AND OPERATION
1. General
A. Description
(1) The airplane is equipped with dual Collins TDR-94 Air Traffic Control (ATC) Transponders which
are an integral part of the Air Traffic Control Radar Beacon System (ATCRBS). The TDR-94
transponder system provides identification of the transponder - equipped airplane on the ATC
ground controller's radar.
(2) The TDR transponder system consists of two transponder receiver-transmitters mounted in
the nose electronic compartment, an ATC control unit mounted on the instrument panel and
two transponder antennas on the fuselage surface below the forward end of the passenger
compartment.
(3) The transponder is interrogated by radar pulses received from a ground station and automatically
replies with a series of pulses. Reply pulses are coded to supply identification and automatic
altitude reporting. The transponder is capable of using 4,096 identification codes. The TDR-94
transmits on a frequency of 1,090 ±3 MHz and receives on a frequency of 1,030 ±0.2 MHz.
Reply pulses for Mode A are determined by the code selected on the CTL-92 ATC control unit.
Reply pulses for Mode C (automatic altitude reporting) are coded with an altimeter digitizer in
the air data computer.
(4) The Collins CTL-92 ATC control unit contains all operating controls and displays for the dual
transponder system (Ref Figure 1).
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CTL-92 Control - Controls and Displays

Figure 1 (Sheet 1)
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COLLINS TDR-94 TRANSPONDER SYSTEM - TROUBLESHOOTING
1. Procedures
A. The Collins TDR-94 transponder system has a self-test function that may be used to help troubleshoot
the system, refer to COLLINS TDR-94 TRANSPONDER SYSTEM FUNCTIONAL TESTS. Utilize the
Model 1900D Avionics Wiring Diagrams provided with the airplane to isolate malfunctions.
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COLLINS TDR-94 TRANSPONDER SYSTEM - MAINTENANCE PRACTICES
1. Procedures
2. Transponder Receiver-Transmitter
A. Removal
(1) Remove the nose electronic compartment access door (Ref. Chapter 52-40-00).
(2) Turn the BATTERY switch OFF and disengage the appropriate circuit breakers.
(3) Attach a caution tag to the circuit breaker panel indicating maintenance is in progress.
(4) Loosen and lower the knurled mounting knobs (Ref. Figure 201, Sheet 1 of 2, Detail A).
(5) Slide the receiver-transmitter parallel to the mount to free the electrical connector and remove
the receiver-transmitter.
B. Installation
(1) Slide the receiver-transmitter into the mount until the unit and mating connectors are fully
engaged (Ref. Figure 201, Sheet 1 of 2, Detail A).
(2) Position the knurled knobs on the front of the mount to engage the receiver-transmitter mounting
projections and tighten the knurled knobs until the receiver-transmitter is secured to the mount.
(3) Make a log book entry.
NOTE: The log book entry is required for IFR operation indicating the unit meets the
requirements of FAR 91.413. The entry shall include the transponder certification
date by unit serial number. A system test in the airplane is the preferred method;
however, FAR 91.413 makes provision for bench certification. Refer to 14 CFR Part
91.413, ATC Transponder Tests and Inspections and 14 CFR Part 43, Appendix F,
ATC Transponder Tests and Inspections.

(6) Install the nose electronic compartment access door (Ref. Chapter 52-40-00).
3. Control Unit
A. Removal
(3) Turn all three attaching screws counterclockwise using a 3/32 inch allen wrench (Ref. Figure
201, Sheet 2 of 2, Detail B).
(4) Pull the control unit from the instrument panel and disconnect the electrical connector from the
unit.
B. Installation
(1) Pull the electrical connector from the instrument panel and connect it to the control unit (Ref.
Figure 201, Sheet 2 of 2, Detail B).
(2) Using a 3/32-inch allen wrench, ensure that all three attachment screws are turned fully
counterclockwise until the stop nuts are contacted.
(3) Insert the control unit into the instrument panel until flush with the panel.
(4) Tighten the three attachment screws until the control unit is held firmly in place.
4. Transponder Antenna
A. Removal
(3) Remove the carpet located even with the first and second cabin window (Ref. Chapter 25-20-
01).
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(4) Remove the floor panel (151AT Left, 152AT Right) (Ref. Chapter 06-50-00) to gain access to
the antennas.
(5) Disconnect the coaxial connector (Ref. Figure 201, Sheet 2 of 2, Detail C).
(6) Remove the mounting screws.
B. Installation
(1) Clean the residue sealant off the airplane skin (Ref. Chapter 20-10-00).
(2) Place the antenna and gasket in position and secure them with the mounting screws (Ref. Figure
201, Sheet 2 of 2, Detail C).
(3) Apply sealant (1, Table 2, 34-00-00) around the antenna periphery and nut plates (Ref. Chapter
20-10-00).
(4) Connect the coaxial connector and seal around the connector with silicone grease (Ref. Figure
201, Sheet 2 of 2, Detail B).
(7) Replace the removed floor panel (151AT Left, or 152AT Right) (Ref. Chapter 06-50-00)
(8) Replace removed carpet (Ref. Chapter 25-20-01).
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Collins TDR-94 Transponder System Installation

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Collins TDR-94 Transponder System Installation

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CHAPTER
35
OXYGEN
BEECHCRAFT®
MAINTENANCE MANUAL

35-Title Page 1
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35-00-00 Pages 201-204 May 1/2019
35-00-01 Pages 201-203 May 1/2019
35-00-02 Pages 201-202 May 1/2019
35-00-03 Pages 201-202 May 1/2019
35-00-04 Pages 201-203 May 1/2019
35-10-00 Pages 1-3 May 1/2019
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35-20-01 Pages 201-203 May 1/2019
35-20-02 Pages 201-202 May 1/2019
35-20-03 Pages 201-202 May 1/2019

MAINTENANCE MANUAL

Temporary Revision
Number
BEECHCRAFT®
MAINTENANCE MANUAL
CONTENTS
OXYGEN - GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35-00-00 Page 1
OXYGEN - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35-00-00 Page 201
Oxygen Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35-00-00 Page 201
OXYGEN CYLINDER - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35-00-01 Page 201
Oxygen Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35-00-01 Page 201
OVERBOARD DISCHARGE INDICATOR - MAINTENANCE PRACTICES. . . . . . . . . . . . . 35-00-02 Page 201
Overboard Discharge Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35-00-02 Page 201
OXYGEN CYLINDER PRESSURE GAGE - MAINTENANCE PRACTICES . . . . . . . . . . . . 35-00-03 Page 201
Oxygen Cylinder Pressure Gage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35-00-03 Page 201
OXYGEN FILL VALVE AND FILL PRESSURE GAGE - MAINTENANCE PRACTICES. . 35-00-04 Page 201
Oxygen Fill Pressure Gage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35-00-04 Page 201
Oxygen Fill Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35-00-04 Page 201
CREW OXYGEN SYSTEM - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . 35-10-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35-10-00 Page 1
CREW OXYGEN SYSTEM - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . 35-10-00 Page 201
Crew Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35-10-00 Page 201
CREW OXYGEN MASKS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . 35-10-01 Page 201
Diluter/Demand Oxygen Mask System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35-10-01 Page 201
Crew Oxygen Mask and Container. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35-10-01 Page 201
Crew Oxygen Mask . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35-10-01 Page 202
PASSENGER OXYGEN SYSTEM - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . 35-20-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35-20-00 Page 1
PASSENGER OXYGEN SYSTEM - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . 35-20-00 Page 201
Passenger Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35-20-00 Page 201
OXYGEN MASK - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35-20-01 Page 201
Passenger Oxygen Mask . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35-20-01 Page 201
Passenger Oxygen Mask Container . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35-20-01 Page 202
PASSENGER SYSTEM OXYGEN PRESSURE GAGE - MAINTENANCE PRACTICES. 35-20-02 Page 201
Passenger System Oxygen Pressure Gage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35-20-02 Page 201
ALTITUDE-COMPENSATED REGULATOR SYSTEM - MAINTENANCE PRACTICES. . 35-20-03 Page 201
Altitude-Compensated Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35-20-03 Page 201
BEECHCRAFT®
MAINTENANCE MANUAL
OXYGEN - GENERAL
1. Oxygen System
The oxygen system is designed to provide an adequate flow of oxygen for two pilots and 19 passengers
for approximately 60 minutes at an altitude of 25,000 feet. The system is manually actuated by the pilot
using push-pull cable controls. The control on the left side of the pilot's subpanel (OXYGEN - PULL ON)
actuates both oxygen cylinder valves to pressurize the crew system and the plumbing up to the passenger
system shutoff valve (Ref. Figure 1). The other control (CABIN OXYGEN - PULL ON), is below the pilot's
flight control wheel. To provide the passengers with oxygen, both controls must be pulled to ON. The
oxygen system has two gaseous type oxygen cylinders that are equipped with pressure regulator/shutoff
valves. The regulators are set to deliver oxygen at a constant regulated pressure.
A. Crew Oxygen System
The oxygen system furnishes regulated oxygen to the crew masks at 70 ± 10 psig (Ref. Figure 1). The
crew is provided with a constant flow mask that is manually turned on or an optional quick donning
diluter/demand type mask. Refer to Section 35-10-00 for information concerning the crew masks,
crew system operation and low pressure test of the crew system.
B. Passenger Oxygen System
The passenger oxygen system furnishes oxygen to 19 passenger locations when turned on by the
pilot (Ref. Figure 1). Refer to Section 35-20-00 for information on the passenger masks, operation of
the passenger system and low pressure test of the passenger system.
C. Oxygen Cylinders and Pressure Regulators
The airplane has two oxygen cylinders mounted one on either side of the nose wheel well under
the floor of the avionics compartment. The cylinders are of composite construction manufactured in
compliance with DOT-E-8162-1850 regulation. The cylinders have a nominal capacity of 77.9 cu. ft.
(2205 liters) each and are pressurized to 1850 psig.
The oxygen cylinder is equipped with a combination regulator, shutoff valve and high pressure relief
valve. The shutoff valve shuts off pressure to the low pressure port. The high pressure gage port has
a quick-disconnect valve that requires a special attaching coupler that releases the pressure after the
coupler is attached. The fill port has a check valve to prevent a reverse flow of oxygen. The high
pressure relief port has a frangible disc which will rupture at a pressure of approximately 2775 psig
at 70°F to vent the oxygen overboard through the overboard discharge indicator port. The regulated
output from the regulator is up to 300 liters per minute-normal temperature pressure dry (NTPD) at
70 ±10 psig pressure with cylinder pressures of 200 to 1850 psig. The regulator has an internal low
pressure relief valve that prevents downstream pressurization from entering the cylinder.
D. Overboard Discharge Indicators
The overboard discharge indicators, one for each cylinder, are mounted flush with the skin on both
sides of the nose approximately 2 1/2 inches forward of the FS 84 bulkhead at BL 18. A low pressure
60 ± 20 psig disc is installed in the overboard discharge port to prevent contamination from entering
the oxygen system. The indicator line is connected to the high pressure relief fitting of the pressure
regulator. When the high pressure relief disc in the regulator ruptures, the indicator disc is blown out
of the indicator port.
CAUTION: Should an overpressure condition occur (2775 psig), the oxygen cylinder
must be replaced.
E. Oxygen Pressure Gages
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Oxygen System
Figure 1 (Sheet 1)
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Two oxygen cylinder pressure gages are mounted on the copilot's right subpanel to indicate the
pressure of each cylinder. These gages indicate the cylinder pressure as long as the gage line is
connected to the cylinder. These gages are lighted and indicate from 0 to 2000 psig in 100 psig
increments. The oxygen cylinder pressure gage lights receive power from the CB25 OVHD AND
CONSOLE LIGHTS circuit breaker through the master cockpit lights switch on the overhead light
control panel. A gage indicating pressure to the cabin masks is mounted at the right side of the
instrument panel. This gage is lighted and indicates from 20 to 70 psig in 10 psig increments. The
cabin oxygen pressure gage receives power from the CB21 FLIGHT INST LIGHTS circuit breaker
through the master cockpit lights switch on the overhead light control panel. A cylinder pressure gage
is mounted next to the fill valve so the servicing personnel can monitor the amount of oxygen pressure
in the two cylinders. This gage is not lighted. It registers from 100 to 2000 psig and is marked in 50
psig increments.
F. Special Tools and Recommended Materials
Aviation Inc. (TAI). The products included in these Tables have been tested and approved for aviation
use by TAI, by the supplier, or by compliance with the applicable specifications. Generic or locally
manufactured products which conform to the requirements of the specification listed may be used even
though not included in the Tables. Only the basic number of each specification is listed. No attempt
mechanic to determine the current revision of the applicable specification prior to using the product

1. Jumper Harness TK1738-5 Textron Aviation Inc. To check system
9709 E. Central, Wichita,
KS 67201
2. Pressure Gage TK1738-6 Textron Aviation Inc. To check system
9709 E. Central Wichita,
KS 67201

1. Tape, Anti-Seize MIL-T-27730 Polytetrafloroethylene Obtain locally
2. Aviator's Breathing MIL-O-27210 Obtain locally
Oxygen
3. Leak Detector Fluid, MIL-L-25567 Obtain locally
Oxygen System
4. Isopropyl Alcohol TT-I-735 Obtain locally
5. Zephiran Chloride 00-2572 AVOX Systems (Formerly
Scott Aviation)225 Erie
Street Lancaster NY.
14086-9502
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6. Neo-Novacite 00-736 AVOX Systems (Formerly
Scott Aviation)225 Erie
Street Lancaster NY.
14086-9502
7. Tape, Anti-Seize A-A-58092 PTFE Obtain locally
8. Grease MIL-G-27617, Type III Krytox DuPont Performance
Lubricants, P.O. Box
80023 Wilmington DE
19880-0023
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OXYGEN - MAINTENANCE PRACTICES
1. Oxygen Cylinder
A. Positive Pressure Check
WARNING: Avoid making sparks and keep all burning cigarettes or fire away
from the vicinity of the airplane. Make sure that your hands, tools,
and clothing are clean, particularly with respect to oil or grease,
for these contaminants will ignite upon contact with pure oxygen
under pressure. As a further precaution against fire, open and
close all oxygen valves slowly.
The oxygen cylinders are located along both outboard sides of the nose wheel well. Access is gained
by removing the avionics compartment floor.
NOTE: An oxygen system cylinder without any internal positive pressure is empty. A slight
positive pressure would not be considered empty. If a cylinder is empty it must be
removed, inspected and cleaned per SAE-ARP1176.
(1) Loosen the cabin low pressure line at the oxygen cylinder regulator.
(2) Disconnect the oxygen regulator control cable from the regulator.
(3) Slowly open the cylinder valve.
(4) If positive pressure is detected perform the following Steps:
(a) Close the cylinder valve.
(b) Connect the oxygen regulator control cable to the oxygen regulator.
(c) Tighten the cabin low pressure line at the oxygen cylinder regulator.
(d) Perform the OXYGEN SYSTEM SERVICING procedure contained in this section.
(5) If positive pressure is not detected, remove the oxygen system cylinder for inspection by
performing the OXYGEN CYLINDER REMOVAL procedure contained in 35-00-01. Inspect and
clean per SAE-ARP1176.
2. Oxygen System
A. Servicing
NOTE: Refer to Advisory Circular 43.13-1B for the additional servicing precautions recommended
by the FAA on the oxygen systems.
Determine cause of oxygen system pressure loss, i.e. test, leak or crew write up due to oxygen
use. The system should be purged any time system bottle pressure drops to zero
psi. Refer to OXYGEN CYLINDER POSITIVE PRESSURE CHECK, and/or OXYGEN
SYSTEM PURGING instructions in this section.
(1) Access to the pressure gage and filler valve of the oxygen system is gained through an access
door located on the left side of the nose section below the avionics compartment door (Ref.
Figure 201). A screwdriver is required to unlock the 1/4 turn fasteners securing the access door.
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WARNING: Make sure that both the airplane oxygen system and the
servicing equipment are properly grounded before servicing
the system.
(2) Ground both the airplane oxygen system and the servicing equipment to a common ground in
the ramp.
(3) Remove the protective cap from the filler valve.
WARNING: When filling the oxygen system, use only aviator's breathing
oxygen (2, Table 2, 35-00-00). Do not use oxygen intended
for medical purposes, or industrial purposes such as welding.
Such oxygen may contain excessive moisture that could freeze
in the valves and lines of the oxygen system.
(4) Attach the hose from an oxygen recharging cart to the filler valve.
(5) To prevent overheating, fill the oxygen system slowly by adjusting the recharging rate with the
pressure regulating valve on the cart. At a temperature of 70° F, the cylinders should be filled
to 1,850 psi. This pressure may be increased an additional 3.5 psi for each degree of increase
in temperature; conversely, for each degree of drop in temperature, reduce the pressure for the
cylinders by 3.5 psi.
(6) When the oxygen system is properly charged, shut off the servicing valve slowly, then disconnect
the filler hose from the filler valve and replace the protective cap on the filler valve.
(7) Close the oxygen filler access door and make sure the fasteners are locked.
B. Purging
Offensive odors may be removed from the oxygen system by purging. The system should also be
purged any time the lines are left open. Purging is accomplished simply by connecting a recharging
cart into the system and permitting oxygen to flow through the lines and outlets until any offensive
odors have been carried away. The following Steps outline the procedures recommended for purging
the oxygen system.
from the vicinity of the airplane when the outlets are in use.
Inspect the filler connection for cleanliness before attaching it to
the filler valve. Make sure that your hands, tools, and clothing are
clean, particularly of grease or oil stains, for these contaminants
may ignite upon contact with pure oxygen. As a further precaution
against fire, open and close all oxygen valves slowly during filling.
WARNING: When purging the oxygen system, use only aviator's breathing
oxygen (2, Table 2, 35-00-00). Do not use oxygen intended for
medical purposes, or such industrial uses as welding. Such
oxygen may contain excessive moisture that could freeze in the
valves and lines of the oxygen system.
(1) Ground both the airplane oxygen system and the servicing equipment to a common ground.
(2) Open the access panel for the filler valve, remove the protective cap, and attach the hose from
an oxygen recharging cart to the filler valve (Ref. Figure 201).
(3) Open the cabin door, then actuate the system by pulling out the OXYGEN and CABIN OXYGEN
control knobs.
(4) Actuate the crew and passenger oxygen outlets by removing the lanyard pins.
(5) Set the cart pressure regulator to deliver 200 psi of pressure to the system and turn the valve
on slowly.
(6) Allow the system to purge.
(7) If any offensive odor remains continue to purge.
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(8) If such odors still remain, replace the airplane's oxygen cylinders.
(9) After the system has been adequately purged, service the system.
C. Plumbing Maintenance
(1) Apply anti-seize tape (7, Table 2, 35-00-00) to tapered threads of male fittings. Do not allow the
tape to enter the inside of the fitting. Do not apply to female fittings.
(2) Apply a thin film of grease (8, Table 2, 35-00-00) to the straight threads of male fittings. Do not
apply to the first two threads. Do not apply to the female fittings. Do not allow grease to get
inside the fittings.
(3) When the oxygen system plumbing has been connected after maintenance, the new connections
should be checked for leakage by applying leak detector fluid (3, Table 2, 35-00-00), to the
connections and pressurized. Wipe dry immediately after testing.
(4) When connections leak, check that they are tightened to the proper torque value for that fitting.
If this does not stop the leakage, disassemble the connection and check all mating surfaces for
damage. Smooth rough mating surfaces if possible to provide a tight connection or install new
fittings.
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OXYGEN CYLINDER - MAINTENANCE PRACTICES
1. Oxygen Cylinder
A. Removal
The oxygen cylinders are located along both outboard sides of the nose wheel well. Access is gained
by removing the avionics compartment floor (Ref. Figure 201).
(1) Make sure the OXYGEN control knob in the flight compartment is pushed completely in (oxygen
shut off) (Ref. Figure 1, 35-00-00).
(2) Open the right or left avionics compartment door as applicable.
(3) Remove the avionics compartment floor panel on the applicable side and the angle from the FS
70.75 frame.
(4) Disconnect four lines from the cylinder regulator.
(5) Immediately cap each open port and plug each open line with a clean fitting.
(6) Disconnect the control cable from the regulator and cable wire from the valve lever by loosening
the clamping bolts and the nut on the valve lever (Ref. Figure 201 Details B and C).
(7) Remove the wing nuts from each of the clamps (two clamps per cylinder).
NOTE: Observe the special handling precautions on the tag attached to the oxygen cylinder.
(8) Remove the oxygen cylinder from the clamps and airplane.
B. Installation
(1) Carefully inspect the fittings on both the cylinder and the lines for cleanliness and the presence
of foreign matter, since such matter may contaminate the oxygen until it is unfit for breathing
(Ref. Figure 201).
(2) Position the oxygen cylinder in the mounting brackets to align the ports with the lines.
(3) Apply anti-seize tape (1, Table 2, 35-00-00). to the first three threads on the male fittings.
(4) Connect the four lines to the regulator (Ref. Figure 201).
(5) Install the bracket clamp wing nuts. Tighten and safety the clamp wing nuts.
(6) Loosen the clamping bolts to position the valve lever as shown in Detail A. The valve lever on
the left cylinder is 73° to the left of vertical and the valve lever on the right cylinder is 34° above
the diagonal portion of the line to the high pressure relief port.
(7) Connect the OXYGEN control cable to the valve lever on the regulator. There are two holes in
the nut shown in Detail C. Install the wire in the hole that is the same size as the wire and tighten
the nut. Tighten the clamping bolts to secure the valve and the cable.
(8) Test all oxygen cylinder port connections except the high pressure relief port for leakage as
follows:
NOTE: A leakage test is not required for the high pressure relief port.
(a) Apply leak detector fluid (3, Table 2, 35-00-00) sparingly to the port connection(s). Wipe
dry immediately after testing. Pressurize the port(s) as follows:
(b) Fill Port - Connect an external oxygen supply and pressurize to 1850 psig.
(c) Gage Line - Any time gage line is connected to the gage port.
(d) Low Pressure Line Port - Pull the OXYGEN control to the ON position.
(e) If leakage is evident, make repairs per OXYGEN SYSTEM PLUMBING MAINTENANCE,
in this chapter and perform Steps (a) thru (e) again.
(f) After maintenance is complete, check that the OXYGEN control is in the OFF position.
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(9) Install the angle on the FS 70.75 frame.

(10) Install the avionics compartment floor panel.
(11) Close the avionics compartment door.
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OVERBOARD DISCHARGE INDICATOR - MAINTENANCE PRACTICES
1. Overboard Discharge Indicator

A. Replacement
(1) When the frangible overboard discharge indicator has been ruptured, remove the snap ring from
the indicator port (if still installed) and clean out the port. Install a new indicator disc and secure
it with a snap ring (Ref. Figure 201).
CAUTION: Should an overpressure condition occur (over 2775 psig), the

oxygen cylinder must be replaced.
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OXYGEN CYLINDER PRESSURE GAGE - MAINTENANCE PRACTICES
1. Oxygen Cylinder Pressure Gage

A. Removal
There are two oxygen cylinder high pressure gages on the copilot's right subpanel. Removal is the
same for both gages (Ref. Figure 201).
(2) Check that OXYGEN control knob at the left lower side of the pilot's left subpanel is pushed in
(OFF). This will depressurize the high pressure oxygen lines.
(3) Remove the electroluminescent panel from the copilot's outboard subpanel.
(4) Reaching behind the subpanel, disconnect the oxygen line from the back of the gage. The
oxygen line is secured to the gage port adapter with a B-nut. Use a backup wrench on the
adapter when unscrewing the B-nut.
(5) Disconnect the electrical connector from the back of the gage.
(6) Remove the screws securing the gage to the subpanel.
(7) Remove the gage from the back side of the subpanel.
(8) If the gage is to be replaced, remove the adapter from the gage.
(9) Install a plug in the open oxygen line to prevent the entrance of contaminants.
B. Installation
(OFF). This will depressurize the high pressure oxygen lines if they have become pressurized.
(3) Install an AN780-3 adapter in the gage port if not already installed.
(4) Remove the plug from the oxygen line.
(5) Position the gage on the back side of the subpanel and secure with the attaching screws.
(6) Connect the oxygen line. Use a backup wrench on the adapter in the port when tightening the
B-nut.
(7) Check oxygen line connections for leakage. Apply leak detector fluid or equivalent (3, Table
2, 35-00-00) sparingly to the connections. Pressurize the lines by pulling out on the OXYGEN
control knob. Wipe dry immediately after testing.
(8) If leakage is evident, make repairs per OXYGEN SYSTEM PLUMBING MAINTENANCE in
Chapter 35-00-00 and retest.
(9) Connect the electrical connector to the back side of the gage.
(10) Install the electroluminescent panel on the subpanel.
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OXYGEN FILL VALVE AND FILL PRESSURE GAGE - MAINTENANCE PRACTICES
1. Oxygen Fill Pressure Gage

A. Removal
(2) Open the left door of the avionics compartment (Ref. Figure 201).
(3) Remove the left floor panel from the avionics compartment for access to the oxygen cylinder
area.
(4) Open the access door to the oxygen service panel.
(5) Disconnect the oxygen line B-nut from the fill gage elbow. Use a backup wrench on the flats of
the elbow.
(6) Remove the elbow from the gage.
(7) Remove two nuts from gage studs.
(8) Remove clamp from back of gage and pull gage out of service panel.
(9) Install plug in open oxygen line to prevent contaminants.
B. Installation
(2) Position oxygen gage in hole in panel and secure in place with clamp and two nuts (Ref. Figure
201).
(3) Install elbow on port of gage.
NOTE: When connecting fittings for final assembly, apply anti-seize tape (1, Table 2,
35-00-00) to the first three threads of the male fitting.
(4) Remove plug from oxygen line and connect line to elbow with a B-nut.
(5) Check oxygen line connections for leakage. Apply leak detector fluid or equivalent (3, Table
2, 35-00-00) sparingly to the connections. Pressurize the line by pulling out on the OXYGEN
control knob. Wipe dry immediately after testing.
(7) Close access door to the oxygen service panel.
(8) Install left floor panel in avionics compartment.
(9) Close left door to avionics compartment.
2. Oxygen Fill Valve

A. Removal
(2) Open the left door of the avionics compartment (Ref. Figure 201).
(3) Remove the left floor panel from the avionics compartment for access to the oxygen cylinder
area.
(4) Open the access door to the oxygen service panel.
(5) Remove cap from the fill valve and press in on the valve stem to depressurize the line. Install
the cap on the fill valve.
(6) Disconnect the oxygen line B-nut from the fill valve.
(7) Remove three screws attaching the fill valve to the service panel.
(8) Remove the screw attaching the fill valve cap chain to the service panel.
(9) Install a plug in the open oxygen line to prevent the entrance of contaminants.
B. Installation
(2) Install the fill valve in the hole in the oxygen service panel and attach with three screws (Ref.
Figure 201).
(3) Attach the cap chain to the service panel with a screw.
(4) Remove the plug from the oxygen line and connect the line to the fill valve.
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(5) Connect an external oxygen supply and pressurize the fill line to 1850 psig.
(6) Check oxygen line connections for leakage. Apply leak detector fluid or equivalent (3, Table 2,
35-00-00) sparingly to the connections. Wipe dry immediately after testing.
(8) Disconnect the oxygen supply from the oxygen service panel.
(9) Close access door to the oxygen service panel.
(10) Install the left floor panel in the avionics compartment.
(11) Close the left door of the avionics compartment.
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CREW OXYGEN SYSTEM - DESCRIPTION AND OPERATION
1. General
A. The crew oxygen system is actuated by pulling the OXYGEN-PULL ON control that is located beneath
and to the left side of the pilot's subpanel. This pressurizes the oxygen lines with regulated pressure
and flow up to the crew masks that are located in the ceiling above the pilots. The crew system can be
used without initiating the passenger system. Refer to 35-00-00, Figure 1, for an illustration showing
the oxygen plumbing, controls, components and location of the masks.
B. Crew Oxygen Masks - Constant Flow(UE-1 thru UE-299 without Kit 129-5032 Installed)
(1) The crew has constant flow phase dilution-type masks that include an integral dynamic
microphone with impedance of 100 to 500 ohms (Ref. Figure 1). The crew mask regulator
provides from 3.7 to 3.9 liters per minute at normal temperatures of dry (NTPD) oxygen at
an inlet pressure of 70 ± 10 psig. Access to the crew masks is accomplished by manually
opening the mask compartment cover and removing the mask. The mask compartment cover
is secured in place with Velcro tape. Oxygen flow to these masks is controlled by removing a
lanyard pin. The force required to pull the lanyard pin out should not exceed 4 pounds with the
system pressurized. The mask has a positive flow device visible to the user during operation.
To stop the flow of oxygen, insert the lanyard pin in the mask valve.
C. Crew Oxygen Masks - Optional Diluter Demand(UE-1 thru UE-299 without Kit 129-5032 Installed)
(1) The optional, crew oxygen mask is a quick-donning diluter/demand type with a pneumatic
harness (Ref. Figure 1). The masks are stowed in an open overhead container. The
quick-donning mask has a miniature mask-mounted diluter/demand-type regulator providing
automatic air dilution, 100% manual control, an emergency position, and press-to-test capability.
The masks are equipped with a dynamic microphone.
(2) The mask and pneumatic harness can be donned with one hand and functioning within 5
seconds. To don the mask, pull it from the open overhead container and inflate the pneumatic
harness by pressing on the harness inflation control valve (red ears). Oxygen pressure is
used to inflate the harness. Place the harness over the head with the face piece over the
face. The inflation lever enables the user to adjust harness tension by adding or reducing the
amount of pressure in the harness until optimum comfort is attained regardless of head size.
To begin oxygen flow, place the N/100% (NORMAL/100%) regulator control in the desired
operating position. An oxygen pressure detector on the mask hose indicates GREEN with
proper pressure or RED with low pressure.
D. Crew Oxygen Masks and Smoke Goggles(UE-1 thru UE-299 with Kit 129-5032 Installed; UE-300 and
After)
(1) The crew oxygen mask is a diluter/demand type with a mask vent valve (Ref. Figure 2). The vent
valve is used in conjunction with smoke protection goggles. The mask has a diluter/demand-
type regulator and is equipped with a dynamic microphone. The crew oxygen mask are stowed
in an overhead container. To begin oxygen flow, place the regulator manual select switch to
the desired operating position. An oxygen flow indicator on the mask hose indicates CLEAR
with proper flow and RED with no flow. The manually operated push-pull vent valve is used in
conjunction with the regulator emergency pressure feature to divert a small flow of oxygen from
the mask cavity into the smoke goggle cavity to vent smoke or fumes which may be present in
the smoke goggle cavity. The smoke goggles are stowed above the crew members head on the
forward cabin partition.
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Crew Oxygen Masks (UE-1 thru UE-299 without Kit 129-5032 Installed)
Figure 1 (Sheet 1)
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Crew Oxygen Mask and Smoke Goggles (UE-1 thru UE-299 with Kit 129-5032 Installed; UE-300 and After)
Figure 2 (Sheet 1)
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CREW OXYGEN SYSTEM - MAINTENANCE PRACTICES
1. Crew Oxygen System

A. Low Pressure Test
The equipment used in this test consists of a Jumper Harness with valve, (1, Table 1, 35-00-00) and
Pressure Gage (2, Table 1, 35-00-00). Other equipment of equal testing capabilities may also be
used.
from the vicinity of the airplane. Inspect the filler connection for
cleanliness before attaching it to the filler valve. Make sure your
hands, tools, and clothing are clean, particularly of grease or oil,
for these contaminants may ignite upon contact with pure oxygen
close all oxygen valves slowly.Make sure the airplane oxygen
system and the servicing equipment are properly grounded before
servicing the system.
(1) Be sure the OXYGEN control knob is pushed in completely (oxygen supply is shut off).
(2) Verify the system is completely installed and that all fittings are torqued to standard torque values.
(3) Connect a jumper harness and test gage (1 and 2, Table 1, 35-00-00) between the low pressure
port and the low pressure line to the left side cylinder (Ref. Figure 201, Sheet 2 of 3 and Sheet
3 of 3).
(4) Disconnect the low pressure line from the right side cylinder and immediately plug the line to
protect the system from contamination.
(5) Cap the output port of the right cylinder or disconnect the control cable which connects to the
valve lever.
(6) Working inside the airplane, disconnect the oxygen lines from the crew mask container
assemblies and immediately cap each open line with a clean fitting.
(7) Open the valve on the jumper hose.
(8) Pull the OXYGEN control knob to ON and allow pressure in the lines to reach 70 to 85 psig.
(9) Allow 2 minutes for pressure in the system to stabilize, then close the jumper hose valve to trap
pressure in the system.
(10) Push in the OXYGEN control knob to shut off the cylinder valve.
(11) Verify the pressure does not drop more than 5 psig in 15 minutes.
NOTE: Use the leak detector fluid sparingly on the fittings and wipe dry immediately after
testing.
(12) If the leakage is excessive, use leak detector fluid (3, Table 2, 35-00-00) to find the leak.
NOTE: Refer to OXYGEN SYSTEM PLUMBING MAINTENANCE procedures in Chapter

35-00-00 when connecting fittings for final assembly.
(13) Make any necessary repairs and retest.

(14) Remove the test equipment and connect the low pressure oxygen line to the regulator.
(15) Connect the oxygen lines to the crew masks.
NOTE: Use the leak detector fluid sparingly and wipe the fittings dry immediately after
testing.
(16) Pull out the OXYGEN PULL ON control knob, carefully apply leak detector fluid to the regulator
fitting and the crew and auxiliary mask container fittings. Verify there are no leaks.
(17) Push in the OXYGEN PULL ON control knob, turning off the oxygen supply.
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B. High Pressure Test

(1) Be sure the OXYGEN control knob is pushed in completely (oxygen supply is shut off).
(2) With cylinder pressure at 1500 to 1850 psig, there should be no pressure loss in 2 hours.
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CREW OXYGEN MASKS - MAINTENANCE PRACTICES
1. Diluter/Demand Oxygen Mask System

A. Test
(1) Remove the mask from the overhead container. Pull the OXYGEN control knob ON.
(2) If the mask has an inflatable harness hold the mask/regulator and depress the harness inflation
control (red ears/button). The harness should inflate.
NOTE: If the mask has an inflatable harness, make sure the flow indicator on the hose turns
white (or green) and then red within a few seconds. This shows that the harness is
leak-tight in the inflated condition.
(3) Place the mask over the head and face. If the mask has an inflatable harness, release pressure
on the inflation control. The harness should deflate and secure the mask snugly to the face.
(4) Breathe with the regulator in N or NORM or NORMAL (dilution) position. Then place control in
100% position. In each situation, check breathing on the indicator.
NOTE: The following test shall be performed with the control in the 100% position.
(5) Rotate the EMERGENCY knob in the direction of the arrow and take a few breaths. The mask
will pressurize and a positive effort will be required to exhale. Rotate knob back to N or NORM
or NORMAL.
(6) Test the microphone using normal operating procedures.
(7) At completion of test, push OXYGEN control knob OFF (note flow indicator turns red). Check
mask control is set for N or NORM or NORMAL. Stow the mask in the overhead container.
2. Crew Oxygen Mask and Container

A. Inspection
It is recommended that the crew oxygen masks be deployed and inspected once a year. Check that
none of the following exist.
(1) The oxygen mask sticks to the container or to itself.
(2) Contamination of the oxygen mask, hose or the container.
(3) On constant flow masks, excessive force to remove lanyard pin. A force of over four pounds.
(4) On constant flow masks, proper installation of lanyard pin in valve actuator.
(5) Tears, cracks or deterioration of the mask or, on constant flow mask, reservoir bag (unfold bag
if necessary).
(6) Hose kinking.
(7) Proper connection of oxygen hose to oxygen outlet.
(8) Microphone cable connection secure.
B. Disinfecting
(1) Clean the mask and container per the CREW OXYGEN MASK CLEANING procedure.
(2) Disinfect the mask and container with an aqueous solution of zephiran chloride (5, Table 2, 35-
00-00) or isopropyl alcohol (4, Table 2, 35-00-00).
(3) Use a clean, lint-free cloth moistened with a solution per Step (2). Wipe quickly and lightly over
the entire area.
(4) After disinfecting, thoroughly air dry the mask or container.
(5) On constant flow mask, after drying, lightly dust the outside of the facepiece with neo-novacite
(6, Table 2, 35-00-00).
(6) Install mask in container per the CREW OXYGEN MASK PACKING procedure.
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3. Crew Oxygen Mask

A. Cleaning
NOTE: Isopropyl alcohol (4, Table 2, 35-00-00) can also be used for cleaning as well as for
disinfecting. Refer to the CREW OXYGEN MASK AND CONTAINER DISINFECTING
procedure.
Should the oxygen masks need cleaning, wipe the surface to be cleaned with a clean, soft, lint-free
cloth that has been moistened with a mild detergent and warm water solution (not to exceed 110°F;
43°C). Rinse thoroughly with clean water and allow to completely air dry.
B. Packing
WARNING: Packing and installation of the crew masks shall be performed by

personnel familiar with the procedures and warnings presented in
these instructions. Failure to properly pack and install the crew
masks can result in damage to the mask or failure of the mask
to deploy properly.All procedures described in these instructions
shall be performed in an area free of oil, grease, flammable solvents
or other contaminates.
C. Crew Constant Flow Oxygen Mask Packing
(1) Inspect mask and container per the CREW OXYGEN MASK INSPECTION procedure.
(2) Fold the harness straps inside of the mask.
(3) Coil the oxygen hose and microphone cable in top of the container.
(4) Fold the oxygen bag in thirds lengthwise and lay flat on top side of mask.
(5) Install lanyard pin in the valve.
(6) Place mask and oxygen bag in container and install the door.
D. Crew Diluter/Demand Mask Packing
(1) Inspect mask and container per the CREW OXYGEN MASK INSPECTION procedure.
(2) Place the N/100% control in the N position.
(3) Fold the harness inside of the mask.
(4) Coil the oxygen hose and microphone cable and place on top of the harness.
(5) Press the mask/hose assembly up into the overhead container.
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PASSENGER OXYGEN SYSTEM - DESCRIPTION AND OPERATION
1. General
Refer to Figure 1, 35-00-00 for illustration showing the oxygen plumbing, components, controls and
location of masks. The passenger oxygen system is equipped with an altitude compensated, variable
output pressure regulator mounted on the left side of the airplane just aft of the forward pressure (F.S. 84)
bulkhead. This regulator supplies the passenger mask system with an output pressure schedule that is
keyed to the existing cabin pressure altitude. This pressure schedule ranges from approximately 21 psig
at 10,000 feet to 58 psig at 25,000 feet altitude, resulting in mask flow rates of 1.4 to 2.9 liters per minute
(normal temperature pressure dry), respectively. The oxygen masks for 18 passengers are located on the
outboard sidewalls of the airplane above each passenger's head. Those seated next to an escape hatch
will find the mask located to the rear of the hatch. The oxygen mask(s) for the center passenger at the aft
end of the cabin is located in the ceiling directly above the passenger.
To operate the passenger system, the OXYGEN control knob must first be pulled to ON. When the CABIN
OXYGEN control knob is pulled ON, a surge valve momentarily bypasses the altitude compensated
regulator, applying 70 psig oxygen pressure to the passenger mask container assemblies. The high
pressure operates an actuator that opens the oxygen mask container door, allowing access to the oxygen
mask. Instructions for using the oxygen mask are shown on the door when it is open. The surge valve
then closes, reducing the high pressure in the line. The altitude compensated regulator then controls
pressure to the passenger mask container assemblies. In order to allow oxygen flow from the mask, a
lanyard pin must be pulled out of the oxygen inlet valve.
When the CABIN OXYGEN control knob is pushed in, the passenger oxygen system is turned OFF. The
high pressure downstream of the shutoff valve is released by the vented shutoff valve and the surge valve
is reset. To stop the flow of oxygen to a passenger mask, insert the lanyard pin in the oxygen inlet valve.
A. Passenger Oxygen Mask
The passenger oxygen mask is an airline conical constant flow type with FAA TSO-C64 approval.
When the passenger system is actuated, the initial high pressure surge operates an actuator that
opens the door. The door actuator requires a pressure of 30 to 55 psig to operate it. After removing
the mask from the container, a lanyard pin must be pulled from the oxygen inlet valve. The force to
pull the lanyard pin shall not exceed 4 lbs. maximum with the system pressurized. With the oxygen
turned on, the mask supply tube contains a positive flow indicator that is readily visible to the user
when the mask is being worn. To shut off the flow of oxygen to the mask, install the lanyard pin in the
oxygen inlet valve (Ref. Figure 1).
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Passenger Oxygen Mask

Figure 1 (Sheet 1)
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PASSENGER OXYGEN SYSTEM - MAINTENANCE PRACTICES
1. Passenger Oxygen System

A. Low Pressure Test
The equipment used in this test consists of a Jumper Hose (1, Table 1, 35-00-00) and Pressure Gage
(2, Table 1, 35-00-00). Other equipment of equal testing capabilities may also be used.
from the vicinity of the airplane. Inspect the filler connection for
cleanliness before attaching it to the filler valve. Make sure your
hands, tools, and clothing are clean, particularly of grease or oil,
for these contaminants may ignite upon contact with pure oxygen
(1) Be sure that the OXYGEN control knob is pushed in completely (oxygen shut off). Connect a
jumper hose and a test gage between the low pressure fitting and the low pressure line to the left
side cylinder. Disconnect the low pressure line from the right cylinder and plug the line. Cap the
right cylinder port or disconnect the control cable which connects to the valve lever (Ref. Figure
201, Sheet 2 of 2).
(2) Disconnect the Altitude Compensator from the oxygen bottle system by removing the left oxygen
bottle plumbing line and the cabin plumbing line from the compensator. Be certain the RH bottle
is capped. Connect a jumper hose (1, Table 1, 35-00-00), from the LH bottle plumbing to the
cabin plumbing and cap both fittings on the Altitude Compensator (Ref. Figure 202).
(3) Pull the OXYGEN control knob to the ON position.
(4) Open the valve on the jumper hose.
(5) Pull the CABIN OXYGEN control knob to ON and allow pressure in the system to reach 70 ± 10
psig. Observe that all 19 passenger masks have deployed. Do not pull any of the lanyard pins
from the oxygen mask valves.
(6) Allow 2 minutes for pressure in the system to equalize, then close the valve on the jumper hose
to trap pressure in the system.
(7) Push in (off) on the OXYGEN control knob.
(8) After 15 minutes, the pressure should not have dropped more than 5 psig.
(9) If the leakage is excessive, apply leak detector fluid (3, Table 2, 35-00-00). Use the fluid sparingly
on the fittings and wipe dry immediately after testing.
NOTE: Refer to OXYGEN SYSTEM PLUMBING MAINTENANCE procedures in Chapter

35-00-00 when connecting fittings for final assembly.
(10) Make any necessary repairs and retest.

(11) Remove the test equipment and connect the low pressure lines to the regulators. Connect the
control cable on the right cylinder if it has been disconnected.
(12) Push in on the CABIN OXYGEN control knob (off) and pull the OXYGEN control knob to the ON
position.
(13) Carefully apply leak detector fluid to the fittings to check for leaks. Wipe dry immediately after
checking.
(14) Push in on the OXYGEN control knob to the off position.
(15) Perform the PASSENGER OXYGEN MASK PACKING procedure. Refer to Chapter 35-20-01.
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Altitude Compensator Test Equipment

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OXYGEN MASK - MAINTENANCE PRACTICES
1. Passenger Oxygen Mask

A. Flow Test
(1) Pull the OXYGEN control knob to the ON position (Located under pilot's subpanel).
(2) Pull the CABIN OXYGEN control knob to the ON position.
(3) All 19 masks should deploy from the headliner. If any of the mask container doors do not open
check the oxygen system and door actuators for proper operation.
(4) Check each of the 19 masks for proper oxygen flow as follows:
(a) Pull the lanyard pin from the oxygen inlet valve to initiate oxygen flow.
(b) Verify that green is visible in the flow meter window and that oxygen is flowing from the
mask.
(c) Replace the lanyard pin in the oxygen inlet valve.
NOTE: Oxygen pressure is required to open the oxygen inlet valve when the lanyard
pin is pulled. However, the relatively low oxygen pressure supplied by the
altitude compensated regulator at field elevations may not be adequate to
initiate flow at all masks. Masks not showing flow at field elevation may be
checked at higher cabin altitudes (up to 10,000 feet maximum) for acceptance.
(5) Push the CABIN OXYGEN control knob to the OFF position.
(6) Push the OXYGEN control knob to the OFF position.
(7) Replace any oxygen mask container(s) on which the proper indications are not observed.
(8) Observe the oxygen gage. Service oxygen system if required.
B. Cleaning
Should the oxygen masks need cleaning, wipe the surface to be cleaned with a clean, soft, lint-free
cloth that has been moistened with a mild detergent and warm water solution (not to exceed 110°F;
43°C). Rinse thoroughly with clean water and allow to completely air dry.
NOTE: Isopropyl alcohol (4, Table 2, 35-00-00) can also be used for cleaning as well as for
disinfecting (Ref. PASSENGER OXYGEN MASK AND CONTAINER DISINFECTING)
C. Packing
WARNING: Packing and installation of the passenger masks shall be

performed by personnel familiar with the procedures and warnings
presented in these instructions. Failure to properly pack and
install the passenger masks can result in damage to the mask or
failure of the mask to deploy properly.
All procedures described in these instructions shall be performed in an area free of oil, grease,
flammable solvents or other contaminates.
D. Puritan - Bennett Passenger Mask Packing
Pack the mask as shown on the door of the mask container.
E. Scott Passenger Oxygen Mask Packing
(1) Perform the PASSENGER OXYGEN MASK AND CONTAINER INSPECTION procedure.
(2) Insert headstrap into the mask cup (Detail A) (Ref. Figure 201).
(3) Fold the outside thirds of the rebreather bag over the center third (Ref. Figure 201, Detail A and
B).
(4) Fold half of the rebreather bag over the other half (Ref. Figure 201, Detail C).
(5) Collapse the facepiece (Ref. Figure 201, Detail D).
(6) Fold the rebreather bag under the facepiece (Ref. Figure 201, Detail E).
(7) Fold facepiece over folded rebreather bag (Ref. Figure 201, Detail F).
(8) Coil the oxygen hose under the mask.
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(9) If disconnected, connect the end of the hose to the valve outlet.
(10) Install the lanyard pin in the valve actuator.
(11) Place mask in the container, making sure that the hose and the lanyard cord are free of
obstructions and are not caught on the container door.
(12) Close the door to secure the mask in place.
F. Manual Opening Passenger Mask Container Door
CAUTION: Never hold or push in on the lid while attempting to open the container:
this can cause excessive force to be applied to the plunger and may
result in damage to the lid retaining mechanism.
To manually open the door to the passenger oxygen mask container, apply a light probing force with
a small rod through the hole in the door until the door falls open.
G. Passenger Oxygen Mask And Container Inspection
Check that none of the following exist:
(1) The oxygen mask sticks to the container or to itself.
(2) Contamination of the oxygen mask, hose or the container.
(3) Excessive force to remove lanyard pin. A force of over four pounds should be considered
excessive.
(4) Proper installation of lanyard pin in valve actuator.
(5) Tears, cracks or deterioration of the mask or reservoir bag (Unfold the bag if necessary).
(6) Hose kinking.
(7) Legibility and presence of the donning instructions label (Usually found in the container door).
(8) Proper connection of oxygen hose to oxygen outlet.
H. Passenger Oxygen Mask And Container Disinfecting
(1) Clean the mask and container per the PASSENGER OXYGEN MASK CLEANING procedure.
(2) Disinfect the mask and container with an aqueous solution of zephiran chloride (5, Table 2, 35-
00-00) or isopropyl alcohol (4, Table 2, 35-00-00).
(3) Use a clean, lint-free cloth moistened with a solution per Step (2). Wipe quickly and lightly over
the entire area.
(4) After disinfecting, thoroughly air dry the mask or container.
(5) After drying, lightly dust the outside of the facepiece with neo-novacite (6, Table 2, 35-00-00).
(6) Install mask in container per the PASSENGER OXYGEN MASK PACKING procedure.
2. Passenger Oxygen Mask Container

A. Removal
(1) Push the OXYGEN control knob to the OFF position.
(2) Push the CABIN OXYGEN control knob to the OFF position.
(3) Perform the MANUAL OPENING PASSENGER MASK CONTAINER DOOR procedure.
(4) Remove the four screws inside the container assembly and lower the container slightly.
(5) Disconnect fitting from oxygen line.
(6) If the container is being replaced remove the elbow from used container.
B. Installation
(1) If the container was replaced apply teflon tape to the threads of the elbow.
(2) Install elbow into new container.
(3) Connect the fitting of the oxygen line to the elbow.
(4) Perform the MANUAL OPENING PASSENGER MASK CONTAINER DOOR procedure.
(5) Place container inside overhead panel and install four screws into the panel.
(6) Perform the PASSENGER OXYGEN MASK PACKING procedure.
(7) Perform the PASSENGER OXYGEN MASK FLOW TEST procedure.
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Packing Scott Passenger Masks

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PASSENGER SYSTEM OXYGEN PRESSURE GAGE - MAINTENANCE PRACTICES
1. Passenger System Oxygen Pressure Gage

A. Removal
The passenger system oxygen pressure gage is installed on the right side of the copilot's flight
instrument panel. The gage mounts on the front side (facing the copilot) of the panel (Ref. Figure
201).
(OFF). Also push in the CABIN OXYGEN control knob to OFF. This will depressurize the oxygen
lines.
(3) Remove four screws from the face of the oxygen gage.
(4) Pull the oxygen gage out of the panel to expose the oxygen hose and the electrical connection.
(5) Disconnect the electrical connection from the back of the gage.
(6) Disconnect the oxygen hose from the adapter in the back of the gage. Use a backup wrench on
the adapter to prevent damage to the gage.
(7) If the gage is to be replaced, remove the adapter from the gage.
(8) Install a plug in the open oxygen hose to prevent the entrance of contaminants.
B. Installation
(OFF). Also push in the CABIN OXYGEN control knob to OFF.
(3) Install an AN816-5D adapter in the gage port if not already installed (Ref. Figure 201).
(4) Remove the plug from the oxygen hose.
(5) Connect the oxygen hose to the adapter in the gage. Use a backup wrench on the adapter when
tightening the B-nut.
(6) Connect the electrical connection on the back of the gage.

(7) If a leakage test of the oxygen line connection is desired, perform the PASSENGER OXYGEN
SYSTEM LOW PRESSURE TEST in Chapter 32-20-00.
(8) Insert gage in mounting hole in the instrument panel and attach with four screws.
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ALTITUDE-COMPENSATED REGULATOR SYSTEM - MAINTENANCE PRACTICES
1. Altitude-Compensated Regulator
A. Removal
(2) Check that the OXYGEN control knob at the left lower side of the pilot's left subpanel is pushed
in (OFF), then push in the CABIN OXYGEN control knob to OFF.
(3) Remove the left lower sidewall upholstery panel in the flight compartment (Ref. Chapter 25-10-
02).
(4) Disconnect the input low-pressure oxygen line B-nut (2) from the regulator (1). Use a backup
wrench on the nipple (4) when unscrewing the B-nut (2) (Ref. Figure 201).
(5) Turn the regulator (1) counterclockwise and remove the regulator (1) from the coupling (5).
(6) Place a plug in the open oxygen line and the coupling to prevent the entrance of contaminants.
B. Installation
(1) Remove the plug from the coupling (5) (Ref. Figure 201).
(2) Place the regulator (1) in position on the coupling (5) and turn the regulator (1) clockwise until it
is snug.
(3) Remove the plugs from the oxygen line (3).

(4) Connect the low-pressure-oxygen line (3) to the regulator (1) and tighten the B-nut (2) using a
backup wrench on the nipple (4).
(5) Check oxygen line connectors for leakage. Apply leak detector fluid or equivalent (3, Table 2,
35-00-00) to the connections. Pressurize the line by pulling out on the OXYGEN control knob.
Wipe dry immediately after testing.
(7) Replace the left lower sidewall upholstery panel (Ref. Chapter 25-10-02).
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CHAPTER
PNEUMATIC
BEECHCRAFT®
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36-Title Page 1
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Temporary Revision
Number
BEECHCRAFT®
MAINTENANCE MANUAL
CONTENTS
PNEUMATIC - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36-00-00 Page 1
Pneumatic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36-00-00 Page 1
PRESSURE REGULATOR - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . 36-00-01 Page 201
Pressure Regulator Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36-00-01 Page 201
PNEUMATIC BLEED AIR SHUTOFF VALVE - MAINTENANCE PRACTICES . . . . . . . . . . 36-00-02 Page 201
Pneumatic Bleed Air Shutoff Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36-00-02 Page 201
PNEUMATIC PRESSURE GAGE - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . 36-00-03 Page 201
Pneumatic Pressure Gage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36-00-03 Page 201
Bleed Air Precooler Duct. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36-00-03 Page 201
BEECHCRAFT®
MAINTENANCE MANUAL
PNEUMATIC - GENERAL
1. Pneumatic System
The pneumatic system uses bleed air from the third stage (P3) each engine compressor. One engine can
supply sufficient bleed air to operate all the systems requiring pressurized air. During operation with one
engine inoperative, a check valve in the bleed air line from each engine prevents flow back through the
line on the side of the inoperative engine. A normally open shutoff valve is installed in the bleed air line
just inboard of each nacelle and is closed in the event that a line ruptures down stream from the valve.
A pressure regulator valve reduces the high pressure engine bleed air to a lower pressure suitable for
operation of the various systems and components. A manifold, which distributes regulated pneumatic air
to the various uses, follows the pressure regulator valve. An ejector attached to the end of the manifold
produces the vacuum required to operate systems or components requiring a vacuum. A pressure gage
calibrated in pounds per square inch indicates air pressure available to operate the various systems. The
pressure gage is located on the right side of the copilot's subpanel. Refer to Figure 1 for the following
uses of pneumatic pressure. Regulated pneumatic pressure (17.5 to 19 psi) is used to:
• Pressurize the landing gear hydraulic reservoir (Ref. Chapter 32-30-00).
• Produce a vacuum (Ref. Chapter 37-00-00).
• Operate the bleed air warning system (Ref. Chapter 26-11-00).
• Operate the brake deicing overheat warning system (Ref. Chapter 32-42-01).
• Operate the surface deicing system - provides pressure and vacuum to inflate and deflate the deicer
boots (Ref. Chapter 30-10-00).
• Turn on the flight hour meter.
Unregulated high pressure bleed air from the engine of compressor P3 outlet is used to:
• Operate the pneumatic system in this chapter.
• Operate the environmental systems (Ref. Chapter 21-11-00).
• Operate the brake deicing system (Ref. Chapter 32-42-01).
• Operate the fuel purge system (Ref. Chapter 28-00-00).
• Provide pressure to make the preflight environmental system pressure test (Ref. Chapter 21-30-00).
The pneumatic system is operated with bleed air from the P3 stage of the engine compressor. P3 bleed air
leaves the engine compressor at approximately 800°F. The fuel purge and brake deice systems use the
hot P3 bleed air. The cabin pressurization and heating system regulates the hot P3 air with a precooler
and two valves. The bleed air going to the pneumatic system pressure regulator valve is a mixture of
precooled air and hot P3 air and will be reduced to approximately 70°F above the temperature of the
ambient air by the time it reaches the pneumatic system manifold. The cooled bleed air is routed aft from
the F.S. 261.22 bulkhead through a bleed air shutoff valve and a check valve to the bleed air pressure
regulator valve. The pressure regulator valve reduces the high pressure engine bleed air from 17.5 to
19.0 psi. The regulated air pressure flows into the pneumatic manifold where it is distributed to the various
uses. Air flow through the ejector produces the vacuum required to operate the deicing system, the cabin
pressurization control system and the instruments. The pneumatic air that flows through the ejector is
dumped overboard through a tube extending through the lower skin of the fuselage.
A. Pressure Regulator Valve
The pressure regulator valve serves two purposes. It regulates incoming bleed air from 17.5 to 19.0
psi and, as a safety feature should the regulator fail, the valve is equipped with a pressure relief feature
that will actuate at a pressure of 21 ± 1 psi. Ordinarily, the regulator valve will not require adjustment,
since each unit is calibrated at the factory; however, the regulator valve is equipped with an adjusting
stud should field adjustment be necessary. Refer to MAINTENANCE PRACTICES for adjustment
instructions.
CAUTION: Do not exceed the recommended 17.5 to 19.0 psi regulator setting
because higher settings will result in excessive wear on the relief valve.
B. Pneumatic Bleed Air Shutoff Valves
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The pneumatic system incorporates pneumatic bleed air shutoff valves in the bleed air line from each
engine. The valves are normally open and are closed when the BLEED AIR VALVES switches located
on the copilot's inboard subpanel are placed in the INSTR & ENVIR OFF position. These shutoff valves
close off engine bleed air aft of the nacelle firewall if there is a bleed air line breakage downstream of
the valves. The shutoff valves are "fail safe" in that they open when there is a loss of electrical power.
A vent hole is in the bottom of the valve to drain any moisture that might collect. If the vent becomes
plugged, the moisture could collect and freeze, preventing operation. Since hot bleed air is exhausted
through the vent, there should not be anything below the valve that would be damaged by the hot air.
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Pneumatic System
Figure 1 (Sheet 1)
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PRESSURE REGULATOR - MAINTENANCE PRACTICES
1. Pressure Regulator Valve

A. Removal
The pressure regulator valve is mounted under the center floorboard near the airplane centerline and
forward of FS 258.25 (Ref. Figure 201).
(2) Remove the forward spar ramp from the aisle of the airplane.
(3) Remove the carpet from the spar ramp forward to uncover floor panel No. 153ATC (Ref. Chapter
25-20-01).
(4) Remove the floor panels No. 153ATC and 163ATC (Ref. Chapter 06-50-00).
(5) Disconnect the pressure relief line from the pressure relief port.
(6) Disconnect the bleed air inlet lines from the engines from the tee in the inlet port.
(7) Disconnect the manifold B-nut from the outlet port.
(8) Remove the safety wire and the bolts and washers securing the valve to the brackets.
(9) Remove the valve from the airplane.
(10) If the valve is to be replaced, remove the two unions, tee and two packings from the three ports
on the valve.
(11) Plug all open lines to prevent the entrance of contaminants into the system.
B. Installation
(1) Install new packing at the inlet and outlet ports of the valve. Install the tee and unions previously
removed from the three ports on the valve.
(2) Remove the plugs from all lines.
(3) Position the valve between the two brackets and connect the manifold B-nut to the outlet port of
the valve.
(4) Secure the valve to the brackets with the attaching bolts and washers. Safety wire the bolts.
(5) Connect the bleed air inlet lines to the tee.
(6) Connect the pressure relief line to the relief port.
(7) Install the floor panels (Ref. Chapter 06-50-00).
(8) Install the carpet over the floor panels (Ref. Chapter 25-20-01).
(9) Install the forward spar ramp.
C. Adjustment
The pressure regulator valve is mounted under the center floorboard near the airplane centerline and
forward of FS 258.25 (Ref. Figure 201). It regulates incoming bleed air between 17.5 to 19.0 psi of
pressure. The valve also incorporates a relief valve that is set at 21 ± 1 psi. Ordinarily, the pressure
regulator valve will not require adjustment since each valve is preset at the factory; however, the
pressure regulator valve is equipped with an adjusting screw should it become necessary to reset the
valve in the field. Adjustment may be accomplished as follows:
(1) Run up the engine until a reading between 70 to 80% is registered by the gas generator
tachometer.
(2) Check the pneumatic pressure gage for a reading between 17.5 and 19.0 psi.
(3) If adjustment is necessary, remove the forward spar ramp from the aisle of the airplane.
(4) Remove the carpet from the spar ramp forward to uncover the floor panel No. 153ATC (Ref.
Chapter 25-20-01).
(6) Unsafety the lock retaining washer and loosen the adjusting screw locknut located on top of the
valve.
(7) Turn the adjusting screw clockwise to increase and counterclockwise to decrease the pressure
setting until the pneumatic pressure gage indicates 17.5 to 19.0 psi.
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CAUTION: Do not exceed the recommended 17.5 to 19.0 psi regulator setting
because higher settings will result in excessive wear on the relief
valve.
(8) Tighten and safety the locknut, then shut down the engine.
NOTE: Check the vacuum (suction) gage for a reading of 5.9 inches Hg. since adjustment
of the pressure regulator valve may affect system suction enough to necessitate
readjusting the vacuum regulator valve; however, ascertain that the air filter for the
vacuum operated instruments is clean and free of lint or foreign material prior to
making any adjustment of the vacuum regulator valve (Ref. Chapter 37-00-01).

(11) Install the forward spar ramp.
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PNEUMATIC BLEED AIR SHUTOFF VALVE - MAINTENANCE PRACTICES
1. Pneumatic Bleed Air Shutoff Valve

A. Removal
The pneumatic bleed air shutoff valves are located inboard from the nacelles in the wing center section
leading edge. The leading edge must be removed to gain access to the valves (Ref. Figure 201).
(2) Remove the leading edge of the applicable wing center section.
(3) Disconnect the electrical connector from the valve.
(4) Cut safety wire on outboard B-nut. Disconnect the lines from both sides of the valve and remove
the valve from the airplane.
(5) Install plugs in the open lines to prevent the entrance of contaminants.
B. Installation
(2) Remove the plugs from the lines.
(3) Position the valve in the airplane with the flow arrow pointing inboard and connect the bleed air
lines (Ref. Figure 201). The valve must be installed as near vertical as possible to promote
drainage. Make sure that plumbing, electrical wiring or control cables are not directly beneath
the valve vent as hot air from the vent could possibly cause damage.
(4) Safety wire the outboard B-nut.
(5) Connect the electrical connector to the valve.
(6) Cover the valve body with insulation. DO NOT install insulation over the vent or around the
solenoid of the valve.
(7) Install the wing center section leading edge.
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PNEUMATIC PRESSURE GAGE - MAINTENANCE PRACTICES
CAUTION: Any time the Pitot/Static System is opened (i.e. Differential Pressure Gage,
Differential Pressure Switch or Pneumatic Pressure Indicator removed or
Installed) the effected System Test procedure (PITOT SYSTEM TEST,
STATIC SYSTEM TEST) must be accomplished (Ref. Chapter 34-11-00,
201).
1. Pneumatic Pressure Gage
A. Removal
The pneumatic pressure gage is located on the copilot's outboard subpanel (Ref. Figure 201).
(2) Remove the electroluminescent panel from the subpanel.
(3) Reaching behind the subpanel, disconnect the two hoses from the back of the gage. The
pressure hose is secured with a clamp.
(4) Disconnect the electrical connector from the back of the gage.
(6) Remove the gage from the back side of the subpanel.
(7) If gage is to be replaced, remove the adapters from the gage.
(8) Install plugs in the open hoses to prevent the entrance of contaminants.
B. Installation
(1) Install an AN816-4D adapter in the static port (V) and a 268-P-06X02 hose connector in the
pressure port (P) of the gage if not already installed (Ref. Figure 201).
(2) Remove the plugs from the hoses.
(4) Connect the hoses and the electrical connector to the back side of the gage. Install the pressure
hose to port P with a clamp and the static hose to port V with a wrench.
(7) Perform the STATIC SYSTEM TEST procedure (Ref. 31-11-00, 201).
2. Bleed Air Precooler Duct

A. Repair
NOTE: This is a general purpose procedure for the repair of the bleed air ducts attached to the
bleed air precooler. Refer to Figure 202 for the left engine or to Figure 203 for the right
engine for an illustration of the bleed air ducts (shaded items) covered by this procedure.
(1) Remove the duct requiring repair from the airplane (Ref. Figure 202 or Figure 203).
(2) Remove from the duct any material or parts that may be affected by the cleaning and welding
of the duct.
(3) Clean the exterior of the duct with hot, soapy water. Remove soot from the interior of the duct
with hot, soapy water and a bristle brush. Rinse the duct with clean water. Dry the duct using
clean shop air.
CAUTION: The welding repairs in this procedure should be performed only by

personnel familiar with using an argon backing purge while welding
stainless steel.
(4) It is essential that the edges of the crack and the surrounding area be kept clean during the
welding process. Purge the interior of the duct with argon gas while welding the crack. Use
AWS A5.9 Class ER347 weld rod. Tube material is 0.020 wall, CRES 321.
(5) If desired, a patch may be welded over the repaired area. Grind the repair weld down before
applying the patch.
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(6) Pressure test the repaired duct by applying a pressure source of 225 psi. There may be no loss
of pressure during a one minute period.
(7) Install the duct in the airplane.
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Bleed Air Precooler Duct Repair (Left Engine)

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MAINTENANCE MANUAL
Bleed Air Precooler Duct Repair (Right Engine)

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CHAPTER
VACUUM
BEECHCRAFT®
MAINTENANCE MANUAL

37-Title Page 1
37-00-00 Pages 1-3 May 1/2019
37-00-00 Page 101 May 1/2019
37-00-00 Pages 201-202 May 1/2019
37-00-01 Pages 201-202 May 1/2019
37-00-02 Pages 201-202 May 1/2019
37-00-03 Pages 201-202 May 1/2019

MAINTENANCE MANUAL

Temporary Revision
Number
BEECHCRAFT®
MAINTENANCE MANUAL
CONTENTS
VACUUM - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37-00-00 Page 1
Vacuum System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37-00-00 Page 1
VACUUM - TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37-00-00 Page 101
Vacuum System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37-00-00 Page 101
VACUUM - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37-00-00 Page 201
Instrument Air Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37-00-00 Page 201
Vacuum Regulator Valve Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37-00-00 Page 201
VACUUM REGULATOR VALVE - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . 37-00-01 Page 201
Vacuum Regulator Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37-00-01 Page 201
VACUUM (SUCTION) GAGE - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . 37-00-02 Page 201
Vacuum (Suction) Gage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37-00-02 Page 201
VACUUM EJECTOR - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37-00-03 Page 201
Vacuum Ejector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37-00-03 Page 201
BEECHCRAFT®
MAINTENANCE MANUAL
VACUUM - GENERAL
1. Vacuum System
The vacuum system furnishes vacuum to operate the surface deice system (Chapter 30), the copilot's
vacuum suction gage, and the cabin pressurization control system (Chapter 21). The vacuum is produced
by an ejector that is operated by the pneumatic system (Chapter 36) using bleed air from the engines. To
produce the vacuum, pneumatic air is passed thru the ejector venturi which draws air from the vacuum
system regulator valve, the instrument air filter, the cabin pressure controller and the cabin pressure
pneumatic relay. Each of these components has filtered inlets that must be cleaned or replaced at a
scheduled time (Chapter 5-20-00). The vacuum is regulated by a vacuum regulator valve that admits
into the system the amount of air required to maintain sufficient vacuum (4.3 to 5.9 in. Hg.) for proper
operation of the vacuum operated systems and components. The vacuum regulator valve is installed on
the forward side of the pressure bulkhead (FS 84) and to the right side at approximately WL 95. The
instrument air filter is mounted on the forward side of pressure bulkhead (FS 84) to the right of the airplane
centerline at WL 118.55 and is connected to the air intake manifold.
The surface deicer system (Chapter 30) uses vacuum to deflate the deicer boots after being inflated by
pneumatic pressure. The surface deicer distributor valve is located on the forward side of the ejector.
The cabin pressurization control system (Chapter 21) uses vacuum to operate the controller and outflow
valves. This system has its own vacuum regulator valve that reduces the vacuum to 3.75 to 4.75
inches Hg.
The instrument air inlet ports are plumbed to the air intake manifold that is connected to the instrument
air filter. The port on the end of each manifold is plumbed to the vacuum gyro suction gage. Refer to
Figure 1 for the plumbing schematic.
CAUTION: Permit no oil, grease, pipe compound, or any foreign material to enter the
gyros. Be certain that all air lines are clean and free of foreign particles and/or
residue before connecting lines to the gyros. Do not use thread lube on gyros
with plastic housings and threads. Do not exceed 20 inch-pounds of torque
on the fittings.
(1) The recommended materials listed in Table 1 as meeting federal, military or supplier
specifications are provided for reference only and are not specifically required by Textron
Aviation Inc. (TAI). Any product conforming to the specification listed may be used. The
products included in this Table has been tested and approved for aviation usage by TAI, by
the supplier, or by compliance with the applicable specifications. GENERIC OR LOCALLY
MANUFACTURED PRODUCTS WHICH CONFORM TO THE REQUIREMENTS OF THE
SPECIFICATION MAY BE USED EVEN THOUGH NOT INCLUDED IN THE TABLE. Only the
basic number of each specification is listed. No attempt has been made to update the listing to
the latest revision. It is the responsibility of the technician or mechanic to determine the current
revision of the applicable specification prior to usage of the product listed. This can be done by
37-00-00 Page 1
BEECHCRAFT®
MAINTENANCE MANUAL

1. Tape, Anti-Seize, MIL-T-27730 Obtain locally
Polutetrafloroethylene
2. Solvent, Dry Cleaning PD-680 Type III or British Obtain locally
Specification 245
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MAINTENANCE MANUAL
Vacuum System
Figure 1 (Sheet 1)
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VACUUM - TROUBLESHOOTING
1. Vacuum System
Table 101. TROUBLESHOOTING - VACUUM SYSTEM

1. Lack of adequate vacuum to a. Clogged lines. a. Clean or remove obstruction
operate instruments properly. from lines.
b. Leaking vacuum lines. b. Pressure test vacuum lines.
c. Dirty filters in vacuum regulator c. Clean filters or replace.
valve, pneumatic relay or cabin
pressure controller.
d. Dirty instrument air filter. d. Replace instrument air filter.
e. Vacuum regulator valve out of e. Adjust vacuum regulator valve.
adjustment.
f. Vacuum regulator valve f. Replace vacuum regulator valve.
malfunctioning.
g. Insufficient bleed air pressure g. Check pneumatic system air
through ejector. pressure. Make adjustments as
necessary to system components.
h. Kinked (pinched) hose. h. Reposition or replace hose.
2. Vacuum drop registered on a. Gage malfunctioning. a. Replace gage.
gage.
b. Leakage in lines. b. Pressure test vacuum lines.
c. Vacuum regulator valve out of c. Adjust vacuum regulator.
adjustment.
d. Vacuum regulator valve d. Replace vacuum regulator
malfunctioning. valve.
e. Insufficient bleed air pressure e. Check pneumatic system air
through ejector. pressure. Make adjustments as
necessary to system components.
f. Dirty instrument air filter. f. Replace instrument air filter.
3. Excessive vacuum registered a. Vacuum regulator valve out of a. Check vacuum regulator valve
on gage. adjustment or malfunctioning. for adjustment or malfunctioning.
If vacuum regulator valve is
satisfactory and problem still
exists, replace gage.
b. Gage malfunctioning. b. Replace gage.
c. Kinked (pinched) hose. c. Reposition or replace hose.
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VACUUM - MAINTENANCE PRACTICES
1. Instrument Air Filter

A. Servicing
The instrument air filter is located just forward of the pressure bulkhead at FS 84.00. The instrument
air filter is connected to the air intake manifold. Access is through the avionics compartment door.
The instrument air filter should be checked and replaced at intervals specified in Chapter 5 or more
often if conditions warrant, such as operations in heavy smoke or dust.
(1) Remove the filter from the bulkhead fitting while anchoring the fitting in place with a backup
wrench to prevent damage to the attendant plumbing (Ref. Figure 201).
(2) Attach the new filter to the bulkhead fitting while holding the fitting in place with a backup wrench.
2. Vacuum Regulator Valve Filter

A. Servicing
The vacuum regulator valve is located on the forward right side of the forward pressure bulkhead at
FS 84.00 (Ref. Figure 201, 37-00-01). Access is through the avionics compartment door. The valve
is protected by a foam-type filter mounted on top of the vacuum regulator. The filter should be cleaned
with solvent (2, Table 1, 37-00-00, VACUUM-DESCRIPTION AND OPERATION) or replaced at each
200 hour interval detailed inspection. If the vacuum in the system exceeds 5.9 inches Hg, clean or
replace the filter and check the vacuum before attempting to adjust the regulator valve.
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Instrument Air Filter

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MAINTENANCE MANUAL
VACUUM REGULATOR VALVE - MAINTENANCE PRACTICES
1. Vacuum Regulator Valve

A. Removal
FS 84.00 in the avionics compartment. Access is through the right avionics compartment door (Ref.
Figure 201).
(1) Open the door on the right side of the avionics compartment.
(2) Disconnect the vacuum tube coupling nut from the port of the vacuum regulator valve. Use a
backup wrench on the port hex to prevent twisting the port off of the valve.
(3) Remove the screw attaching the clamp to the support bracket. Remove the valve from the
airplane.
(4) Plug the vacuum tube to prevent contamination from entering the system.
B. Installation
(1) Open the door on the right side of the avionics compartment (Ref. Figure 201).
(2) Install a clamp around the port of the vacuum regulator valve.
(3) Remove the plug from the vacuum tube.
(4) Position the vacuum regulator valve and attach it to the support bracket with the clamp and
screw.
(5) Connect the vacuum tube coupling nut to the port of the valve. Use a backup wrench on the
valve port hex to prevent twisting the port off of the valve.
(6) Close the door on the avionics compartment.
C. Adjustment
FS 84.00. Access is through the avionics compartment door (Ref. Figure 201). Adjust the valve to
provide sufficient vacuum for operation of the systems and instruments as follows:
NOTE: Prior to making any adjustments to the vacuum regulator valve, make certain that the
instrument air filter and vacuum regulator filter are clean, free of lint or other foreign
materials.
(1) Start one engine and run it up until a reading of 70% to 80% is registered by the gas generator
tachometer.
(2) Check the vacuum gage for a reading of approximately 5.9 inches Hg. If the indication is
incorrect, adjust the vacuum regulator valve by removing the safety wire from the lock retaining
washer and loosening the adjusting screw locknut. A calibrated vacuum gage should be used
to ensure the correct setting.
(3) Turn the adjusting screw IN (clockwise) to increase or OUT (counterclockwise) to decrease the
vacuum setting.
(4) When the vacuum gage registers a reading of 5.9 inches Hg. with the engine operating within
the range designated in Step (1) above, tighten the locknut and safety wire, then shut down the
engine.
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MAINTENANCE MANUAL
Vacuum Regulator Valve

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MAINTENANCE MANUAL
VACUUM (SUCTION) GAGE - MAINTENANCE PRACTICES
1. Vacuum (Suction) Gage

A. Removal
The vacuum gage is located on the copilot's outboard subpanel (Ref. Figure 201).
(2) Remove the electroluminescent panel from the subpanel.
(3) Reaching behind the subpanel, disconnect the hoses in two places from the back of the gage
and disconnect the electrical connector.
(5) Remove the gage from the back of the subpanel.
(6) If gage is to be replaced, remove adapters from the ports.
(7) Plug the open hoses to prevent the entrance of contaminants.
B. Installation
(1) Install AN816-4D adapters in the ports of the gage if not already installed. Use anti-seize tape,
(1, Table 1, 37-00-00) on the first three threads of male fittings (Ref. Figure 201).
(2) Remove plugs from the hoses.
(4) Connect the hoses and the electrical connector to the back side of the gage. The hose from the
intake manifold connects to port V. The hose from the vacuum manifold connects to port P.
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Vacuum (Suction) Gage

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MAINTENANCE MANUAL
VACUUM EJECTOR - MAINTENANCE PRACTICES
1. Vacuum Ejector
A. Removal
The vacuum ejector is mounted under the floorboard on the airplane centerline at FS 238 (Ref. Figure
201).
(1) Remove the electrical power from the airplane.
(2) Remove the forward spar ramp from the aisle of the airplane (Ref. Chapter 06-50-00).
(3) Remove the carpet from the spar ramp forward to uncover floor panel No. 153ATC (Ref. Chapter
25-20-01).
(5) Remove the pneumatic pressure tube (1) between the tee (9) and the deice distribution valve
(5).
(6) Remove the vacuum tube (3) between the ejector (2) and the deice distribution valve (5).
(7) Remove the vacuum tube (4) from the ejector (2).
(8) Disconnect the ejector exhaust tube (6) from the end of the ejector (2).
(9) Remove two screws (7) attaching the ejector (2) to the support bracket (Ref. Detail A).
(10) Disconnect the pneumatic manifold (8) from the tee (9) and remove the ejector (2).
(11) Cap or plug all open tubes or ports to prevent the entrance of dirt.
(12) If the ejector is to be replaced, remove the fittings from all of the ports.
B. Installation
(1) Install the fittings in the ports of the ejector if not already installed (Ref. Figure 201).
(2) Remove the caps or plugs from the tubes or ports.
(3) Position the ejector (2) and connect the pneumatic manifold (8) to the tee (9) in the ejector (2).
(4) Attach the ejector (2) to the support bracket with two screws and washers (7) (Ref. Detail A).
(5) Connect the ejector exhaust tube (6) to the end of the ejector (2).
(6) Connect the vacuum tube (4) to the port of the ejector (2).
(7) Connect the vacuum tube (3) to the ejector (2) and the deice distribution valve (5).
(8) Connect the pneumatic pressure tube (1) to the ejector (2) and the deice distribution valve (5).
(11) Install the forward spar ramp (Ref. Chapter 06-50-00).
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MAINTENANCE MANUAL
Vacuum Ejector
37-00-03 Page 202

CHAPTER
38
WATER/WASTE
BEECHCRAFT®
MAINTENANCE MANUAL

38-Title Page 1
38-00-00 Page 1 May 1/2019
38-30-00 Pages 1-3 May 1/2019
38-30-00 Page 101 May 1/2019
38-30-00 Pages 201-207 May 1/2019

MAINTENANCE MANUAL

Temporary Revision
Number
BEECHCRAFT®
MAINTENANCE MANUAL
CONTENTS
WATER/WASTE (OPTIONAL ON UE-204 AND AFTER) - GENERAL . . . . . . . . . . . . . . . . . 38-00-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38-00-00 Page 1
EXTERNALLY SERVICEABLE TOILETS (OPTIONAL ON UE-204 AND AFTER) -
DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38-30-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38-30-00 Page 1
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38-30-00 Page 101
Troubleshooting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38-30-00 Page 101
Toilet (Optional on UE-204 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38-30-00 Page 201
Drain Valve Cable (Optional on UE-204 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38-30-00 Page 201
Toilet Vent Tube (Under Floorboard) (Optional on UE-204 and After) . . . . . . . . . . . . . 38-30-00 Page 202
Rinse/Fill Hose (Under Floorboard) (Optional on UE-204 and After). . . . . . . . . . . . . . 38-30-00 Page 202
Drain Hose (Optional on UE-204 and After). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38-30-00 Page 203
Rinse/Fill Valve (Optional on UE-204 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38-30-00 Page 203
Waste/Drain Valve (Optional on UE-204 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38-30-00 Page 203
BEECHCRAFT®
MAINTENANCE MANUAL
WATER/WASTE (OPTIONAL ON UE-204 AND AFTER) - GENERAL
1. General
NOT INCLUDED IN THE TABLE. Only the basic number of each specification is listed. No attempt

1. Sealant AMS -S-8802 MC236B1/2 Associated Industries
Inc. 225 Wabash P.O.
Box 11325 Wichita, KS
67202
38-00-00 Page 1
BEECHCRAFT®
MAINTENANCE MANUAL
EXTERNALLY SERVICEABLE TOILETS (OPTIONAL ON UE-204 AND AFTER)

- DESCRIPTION AND OPERATION
1. General
A. Description
(1) An optional electric flushing toilet with an external servicing facility is located at the rear of the
passenger compartment. The toilet is a removable unit mounted on a rigid aluminum frame by
means of detachable tie rods (Ref. Figure 1).
(2) The entire toilet structure (except for motor and wiring) is constructed of chemically resistant,
heavy duty plastics, stainless steel and noncorrosive metals. The toilet bowl is constructed of
highly polished stainless steel. All mating junctions of the tank and bowl are sealed.
(3) The toilet unit is mounted over a sewage drain and is cleaned by opening the tank drain valve,
which allows waste material to empty into the sewage drain. The inside of the tank is rinsed by
connecting a water hose to the service panel on the exterior of the airplane.
(4) The flushing cycle is initiated by pressing and releasing a timer button adjacent to the toilet which
actuates a motor-driven pump and filter for a pretimed interval. During the timed cycle, flushing
liquid cascades in a thin curtain over the complete inner surface of the toilet bowl from a flush
channel surrounding the upper rim of the bowl. Waste material is carried directly to the tank and
prevented from reentry by means of a separator in the bottom of the bowl. Flushing liquid is
filtered out of the tank through the filter and is pumped up to the flush channel surrounding the
toilet bowl. The motor, pump and filter are designed as a single modular assembly, referred to
as a cartridge, which can be removed and replaced if overhaul or maintenance is required.
(5) The toilet electrical system is powered by 28 vdc received from the LH GEN BUS through the
TOILET circuit breaker. A two-position toggle switch located on the right inboard subpanel is
provided to open or close the circuit to the toilet. When the switch is in the FURN ON position,
power is applied to the furnishings control relay from the LH GEN BUS through the CONT FN
BUS circuit breaker. This energizes the relay and closes the circuit to the toilet. When the switch
is in the OFF position, the furnishings control relay is de-energized, opening the circuit to the
toilet (Ref. Figure 2).
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Externally Serviceable Toilet Unit (Optional on UE-204 and After)

Figure 1 (Sheet 1)
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MAINTENANCE MANUAL
Externally Serviceable Toilet Circuit Breakers and Control Switch(Optional on UE-204 and After)
Figure 2 (Sheet 1)
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EXTERNALLY SERVICEABLE TOILETS (OPTIONAL ON UE-204 AND AFTER) - TROUBLESHOOTING
1. Troubleshooting
Table 101. TROUBLESHOOTING - EXTERNALLY SERVICEABLE TOILETS(Optional on UE-204 and After)

1. Toilet does not flush. a. Aircraft power not operating. a. Check input power to toilet.
Check aircraft circuit breakers.
b. Defective wiring. b. Check all related wiring for
continuity.
c. Defective flush switch. c. Replace switch.
d. Defective motor. d. Replace motor.
e. Defective timer. e. Replace timer.
2. Toilet operates with insufficient a. Insufficient liquid in tank. Filter a. Charge toilet (Ref. Chapter
or no liquid pumped into bowl. not completely submerged. 12-10-00)
b. Filter clogged. b. Clean filter.
3. Excessive noise during a. Defective motor. a. Replace motor
operation.
b. Clogged filter causing excessive b. Clean filter.
motor load.
NOTE: For repair and maintenance procedures not contained in this manual, refer to the MODEL 1900
AIRLINER SERIES COMPONENT MAINTENANCE MANUAL.
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EXTERNALLY SERVICEABLE TOILETS (OPTIONAL ON UE-204 AND AFTER)

- MAINTENANCE PRACTICES
1. Toilet (Optional on UE-204 and After)
NOTE: For repair and maintenance procedures not contained in this manual, refer to the MODEL 1900
AIRLINER SERIES COMPONENT MAINTENANCE MANUAL.
A. Removal
(1) Drain the toilet tank (Ref. Chapter 12-10-00).
(2) Perform the LAVATORY ENTRY PARTITION REMOVAL procedure for the right partition (Ref.
Chapter 25-20-02).
(3) Perform the TOILET CABINET REMOVAL procedures (Ref. Chapter 25-40-00).
(4) Disconnect the electrical connector (20) from the toilet (Ref. Figure 201).
(5) Loosen the turnbuckle (16) and disconnect the drain valve cable (15).
(6) Loosen the clamp (35) next to the floorboard (2) and disconnect the rinse/fill hose (37).
(7) Loosen the clamp (22) next to the floorboard (2) and disconnect the vent tube (21).
(8) Loosen the thumb nuts (18) and disengage the hold-down rods (17).
(9) Lift the toilet by the handles (19) and remove the toilet from the airplane.
B. Installation
(1) Holding the toilet by the handles (19), lower the toilet into position (Ref. Figure 201).
(2) Engage the hold-down rods (17) and tighten the thumb nuts (18).
(3) Connect the vent tube (21) and install the clamp (22) next to the floorboard (2).
(4) Connect the rinse/fill hose (37) and install the clamp (35) next to the floorboard (2).
(5) Connect the drain valve cable (15) and tighten the turnbuckle (16).
(6) Connect the electrical connector (20) to the toilet
(7) Perform the TOILET CABINET INSTALLATION procedures (Ref. Chapter 25-40-00).
(8) Perform the LAVATORY ENTRY PARTITION INSTALLATION procedures for the right partition
(9) Charge the toilet tank (Ref. Chapter 12-10-00).
2. Drain Valve Cable (Optional on UE-204 and After)

A. Removal
(1) Locate the access door for the ground servicing panel on the bottom of the aft fuselage (FS 456)
just to the right of the center of the airplane (Ref. Figure 202).
(2) Open the ground-servicing-panel access door.
(3) Remove the spring pin (11) attaching the handle (12) to the drain valve cable (15) and remove
the handle (Ref. Figure 201).
(4) Remove the cable mounting nut (13) located on the outside of the servicing panel (8) from the
cable (15).
(5) Perform the LAVATORY ENTRY PARTITION REMOVAL procedures for the right partition only
(6) Gaining access through the hole on the forward side of the toilet cabinet (1), loosen the
turnbuckle (16) and disconnect the cable (15).
(7) Remove the cable mounting nut (14) above the floorboard (2).
(8) Open the floorboard access cover (3) that is inboard of the toilet cabinet (1).
(9) Reach through the access hole and pull the cable (15) free of the floorboard (2) and the servicing
panel (8).
(10) Remove the cable (15) through the access hole.
B. Installation
(1) Place the drain valve cable (15) under the toilet through the access hole inboard of the toilet
cabinet (1) (Ref. Figure 201).
(2) Insert the threaded end of the cable (15) through the hole in the floorboard (2) and install the
mounting nut (14) above the floorboard.
(3) Insert the "handle" end of the cable (15) through the hole in the servicing panel (8) and install
the mounting nut (13) on the outside of the servicing panel.
(4) Install the handle (12) on the end of the cable (15) using the spring pin (11).
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(5) Attach the threaded end of the cable (15) to the toilet with the turnbuckle (16).
(6) Ensure that the cable (15) is securely attached at both the floorboard (2) and the servicing panel
(8), tightening all four mounting nuts (13 and 14) as required.
(7) Tighten and lock the turnbuckle (16).
(8) Close the floorboard access cover (3) that is inboard of the toilet cabinet (1).
(9) Close the ground-servicing-panel access door.
(10) Perform the LAVATORY ENTRY PARTITION INSTALLATION for the right partition (Ref. Chapter
25-20-02).
3. Toilet Vent Tube (Under Floorboard) (Optional on UE-204 and After)

A. Removal
(1) Perform the LAVATORY ENTRY PARTITION REMOVAL for the right partition only (Ref. Chapter
25-20-02).
(2) Open the floorboard access cover (3) that is inboard of the toilet cabinet (1) (Ref. Figure 201).
(3) Reach through the opening on the forward side of the toilet cabinet (1) and remove the screws
(36) attaching the mounting plate (23) for the vent tube (29).
(4) Lift the mounting plate (23) to gain access to the spring clamp (26) that attaches the vent tube
(29) under the floorboard (2).
(5) Loosen the spring clamp (26) and disconnect the vent tube (29).
(6) Reach through the access hole in the floorboard and remove the screw (28) attaching the clamp
(27) that supports the vent tube (29).
(7) Remove the tie-wrap (6) that secures the vent tube (29) to the drain hose (7).
(8) Loosen the spring clamp (9) and disconnect the vent tube (29) at the lower end.
(9) Remove the vent tube (29) from the airplane.
B. Installation
(1) Reach through the opening on the forward side of the toilet cabinet (1) and lift the mounting plate
(23) (Ref. Figure 201).
(2) Feed the end of the vent tube (29) through the vent tube hole.
(3) Install the end of the vent tube (29) on the nipple (24) with the spring clamp (26).
(4) Install the screws (36) attaching the mounting plate (23) to the floorboard (2).
(5) Access the vent tube (29) under the toilet through the access hole inboard of the toilet cabinet
(1).
(6) Install the lower end of the vent tube (29) on the vent port (10) with the spring clamp (9).
(7) Secure the vent tube (29) to the drain hose (7) with a tie-wrap (6).
(8) Install the clamp (27) and screw (28) that support the vent tube (29).
(10) Perform the LAVATORY ENTRY PARTITION INSTALLATION procedure for the right partition
4. Rinse/Fill Hose (Under Floorboard) (Optional on UE-204 and After)

A. Removal
(1) Perform the LAVATORY ENTRY PARTITION REMOVAL procedure for the right partition only
(3) Reach through the opening on the forward side of the toilet cabinet (1) and remove the screws
(36) attaching the mounting plate (23) for the rinse/fill hose adapter (34).
(4) Lift the mounting plate (23) to gain access to the rinse/fill hose (32) under the floorboard (2).
(5) Disconnect the rinse/fill hose (32) from the rinse/fill hose adapter (34).
(6) Reach through the access hole in the floorboard (2) and remove the screw (31) attaching the
clamp (30) that supports the rinse/fill hose (32).
(7) Disconnect the rinse/fill hose (32) at the lower end.
(8) Remove the rinse/fill hose (32) from the airplane.
B. Installation
(1) Reach through the opening on the forward side of the toilet cabinet (1) and lift the mounting plate
(23) for the rinse/fill hose adapter (34) (Ref. Figure 201).
(2) Feed the straight end of the rinse/fill hose (32) through the rinse/fill hose hole.
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(3) Install the 90 angle end of the rinse/fill hose (32) on the rinse/fill hose adapter (34).
(4) Install the screws (36) attaching the mounting plate (23) to the floorboard (2).
(5) Access the rinse/fill hose (32) under the toilet through the access hole inboard of the toilet cabinet
(1).
(6) Install the lower end of the rinse/fill hose (32) on the servicing panel (8).
(7) Install the clamp (30) and screw (31) that support the rinse/fill hose (32)
(9) Perform the LAVATORY ENTRY PARTITiON INSTALLATION procedure for the right partition
5. Drain Hose (Optional on UE-204 and After)

A. Removal
(2) Reach through the access hole and remove the tie-wrap (6) that secures the vent tube (29) to
the drain hose (7).
(3) Loosen the clamps (5) at the upper and lower ends of the drain hose (7) and pull the drain hose
loose from the drain ports (4).
(4) Remove the drain hose (7) and clamps (5) from the airplane.
B. Installation
(1) Put the drain hose (7) and clamps (5) through the access hole inboard of the toilet cabinet (1)
(Ref. Figure 201).
(2) Install the drain hose (7) on the drain ports (4) and secure it with the clamps (5).
(3) Secure the vent tube (29) to the drain hose (7) with a tie-wrap (6).
(4) Close the floorboard access cover (3).
6. Rinse/Fill Valve (Optional on UE-204 and After)

A. Removal
(2) Reach through the access hole and disconnect the rinse/fill hose from the servicing panel.
(3) Locate the access door (4) for the ground servicing panel on the bottom of the aft fuselage (FS
456) just to the right of the center of the airplane (Ref. Figure 202).
(4) Open the ground-servicing-panel access door (4).
(5) Remove the six screws (1) and washers (2) that attach the rinse/fill valve (3) to the servicing
panel.
(6) Use a putty knife to loosen the rinse/fill valve (3) from the sealant under it.
(7) Remove the rinse/fill valve (3) from the airplane.
B. Installation
(1) Thoroughly clean the mating surfaces of the servicing panel and the rinse/fill valve (3) (Ref.
Figure 202).
(2) Apply sealant (1, Table 1, 38-00-00) to the mating surfaces and position the rinse/fill valve (3)
on the servicing panel.
(3) Install the screws (1) and washers (2) that attach the rinse/fill valve (3) to the servicing panel.
(4) Close the access door (4).
(5) Reach through the access hole inboard of the toilet cabinet and cover the nut plates with sealant
(1, Table 1, 38-00-00).
(6) Install the rinse/fill hose on the servicing panel.
(7) Close the access cover.
7. Waste/Drain Valve (Optional on UE-204 and After)

A. Removal
(1) Locate the access door (4) for the ground servicing panel on the bottom of the aft fuselage (FS
456) just to the right of the center of the airplane (Ref. Figure 202).
(2) Open the ground-servicing-panel access door (4).
(3) Remove the eight screws (5) that attach the waste/drain valve (6) to the servicing panel.
(4) Use a putty knife to loosen the waste/drain valve (6) from the sealant under it.
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(5) Remove the waste/drain valve (6) from the airplane.

B. Installation
(1) Thoroughly clean the mating surfaces of the servicing panel and the waste/drain valve (6) (Ref.
Figure 202).
(2) Apply sealant (1, Table 1, 38-00-00) to the mating surfaces and position the waste/drain valve
(6) on the servicing panel.
(3) Install the screws (5) that attach the waste/drain valve (6) to the servicing panel.
(4) Close the access door (4).
(5) Open the floorboard access cover that is inboard of the toilet cabinet (Ref. Figure 201).
(6) Reach through the access hole and cover the nut plates with sealant (1, Table 1, 38-00-00).
(7) Close the floorboard access cover.
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Externally Serviceable Toilet Installation (Optional on UE-204 and After)

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Externally Serviceable Toilet Installation (Optional on UE-204 and After)

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Rinse/Fill and Waste/Drain Valve Installations (Optional on UE-204 and After)

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CHAPTER
STANDARD
PRACTICES -
STRUCTURES
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STRUCTURES - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51-00-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51-00-00 Page 1
STRUCTURES - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51-00-00 Page 201
Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51-00-00 Page 201
BEECHCRAFT®
MAINTENANCE MANUAL
STRUCTURES - GENERAL
1. General
The airplane is of conventional semimonocoque construction using 2024 and other high quality aluminum
alloys. The fuselage is pressurized to the skin between bulkheads at FS 84.00 and FS 557.50. The
fuselage is assembled as a nose cockpit section, three lower panel sections plus left and right upper
clamshell sections in the cabin area, and an aft tail section. The wing and tail surfaces attach to major
frames in the fuselage. Cabin windows are spaced approximately 30 inches apart and are made of
single-layer stretched-acrylic plastic, except for the right and left forward windows which are three-element
acrylic plastic. In addition, the windshield panels are of laminated safety glass. Ice shields are installed in
the area of the propeller plane to protect the fuselage.
Information applicable to doors, empennage, windows and wings is contained in Chapters 52, 55, 56
and 57, respectively.
For standard practices applicable to nut and bolt torque, electrical bonding, sealing, fasteners, corrosion
removal, fiberglass repair, etc., not specified in the applicable maintenance chapter, refer to Chapter
20-00-00.
A. Primary Structural Components
The following primary structural components are essential to the proper function of the airplane.
Failure of any of the components seriously endangers the safety of the airplane and/or the
passengers:
(1) Control systems.
(2) Engine mounts.
(3) Attach fittings.
(4) Coverings of the fuselage, wings, tail surfaces and control surfaces.
(5) Wing, tail surface and control surface spars.
(6) Landing gears and support structure
(7) Auxiliary members used to strengthen or support other members carrying direct loads.
(8) Seat and seat support structure.
B. Secondary Structural Components
In the event of failure, the following secondary structural components will require immediate attention,
but will not necessarily endanger the safety of the airplane and/or the passengers.
(1) Wing tips.
(2) Aerodynamic fairings.
(3) Nose cone.
(4) Furnishings and upholstery (excluding seating).
(5) Non-structural doors and covers.
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STRUCTURES - MAINTENANCE PRACTICES
1. Structures
A. Structural Repair
WARNING: Drilling, modification or any type of work which creates a break in

the pressure vessel is considered the responsibility of the owner
or facility performing the work. Obtaining approval of the work is,
therefore, their responsibility.
Minor repair to chem-milled skins may be accomplished, provided proper edge distances (twice the
rivet diameter plus 0.06-inch) are maintained between repair rivets and all points of change in skin
thickness at points of transition between the original skin thickness and the etched portions of the skin.
In general, structural repair methods used on this airplane may be in accordance with AC 43.13-
1A, AIRCRAFT INSPECTION AND REPAIR MANUAL and AC 43.13-2, AIRCRAFT ALTERATIONS
MANUAL. In addition, the following should be considered:
WARNING: In the pressurized area, all skins, formers and stringers are
structural members, and it is essential that the structural strength
of the pressure vessel be maintained. A cabin pressurization
test must be performed after any structural repair to the pressure
vessel.
(1) Never make a skin replacement or patch from a material thinner than the original skin.
(2) All lap joints, including patches, must have at least two staggered rows of rivets.
(3) All repair material must be free of any defects such as nicks, gouges and/or scratches.
(4) Never dimple a structural member by driving the rivet head into the part.
(5) Do not countersink deeper than 75% of the material thickness.
(6) Inspect and repair the acrylic plastic windows as directed in Chapter 56-20-01.
B. Sealing
Because this airplane is pressurized, sealing the skin and bulkhead seams, the windows, doors, etc.
is of prime importance. Control cables and torque shafts have removable rubber seals. When making
a structural repair or modification which creates a break in the pressure vessel, the mating surfaces
must be sealed with the proper sealer. All other components penetrating the pressure vessel or
attached to it must be sealed with the proper sealers described in Chapter 20-10-00. For effective
bonding of sealers, be sure to thoroughly clean all mating surfaces, mating parts and rubber seals.
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CHAPTER
52
DOORS
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MAINTENANCE MANUAL
CONTENTS
DOORS - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-00-00 Page 1
Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-00-00 Page 1
AIRSTAIR DOOR - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-10-00 Page 201
Airstair Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-10-00 Page 201
AIRSTAIR DOOR COUNTERBALANCE ASSEMBLY - MAINTENANCE PRACTICES . . 52-10-01 Page 201
Airstair Door Counterbalance Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-10-01 Page 201
AIRSTAIR DOOR FORWARD AND AFT HANDRAIL - MAINTENANCE PRACTICES. . . 52-10-02 Page 201
Upper Forward Handrail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-10-02 Page 201
Upper Aft Handrail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-10-02 Page 202
Lower Forward Handrail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-10-02 Page 202
Lower Aft Handrail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-10-02 Page 203
Airstair Door Forward and Aft Post. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-10-02 Page 204
Airstair Door Handrail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-10-02 Page 206
NEW AIRSTAIR DOOR - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-10-03 Page 201
New Airstair Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-10-03 Page 201
AIRSTAIR DOOR SEAL - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-10-04 Page 201
Airstair Door Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-10-04 Page 201
AIRSTAIR DOOR MECHANISM - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . 52-10-05 Page 201
Airstair Door Mechanism. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-10-05 Page 201
Airstair Door Exterior Handle Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-10-05 Page 208
Lock Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-10-05 Page 219
AIRSTAIR AND CARGO DOOR HINGE - MAINTENANCE PRACTICES . . . . . . . . . . . . . . 52-10-06 Page 201
Airstair Door Hinge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-10-06 Page 201
Cargo Door Hinge Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-10-06 Page 201
EMERGENCY EXIT - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-20-00 Page 201
Emergency Exit Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-20-00 Page 201
EMERGENCY EXIT - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-20-01 Page 201
Latch Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-20-01 Page 201
EMERGENCY EXIT DOOR SEAL - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . 52-20-02 Page 201
Emergency Exit Door Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-20-02 Page 201
CARGO DOOR - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-30-00 Page 201
Cargo Door. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-30-00 Page 201
Cargo Door Latching Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-30-00 Page 202
Cargo Door Exterior Handle Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-30-00 Page 203
Lock Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-30-00 Page 207
CARGO DOOR COUNTERBALANCE ASSEMBLY - MAINTENANCE PRACTICES . . . . 52-30-01 Page 201
Cargo Door Counterbalance Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-30-01 Page 201
Cargo Door Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-30-01 Page 201
NOSE AVIONICS COMPARTMENT DOOR - MAINTENANCE PRACTICES . . . . . . . . . . . 52-40-00 Page 201
Nose Avionics Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-40-00 Page 201
NOSE AVIONICS DOOR SEAL - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . 52-40-01 Page 201
Nose Avionics Door Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-40-01 Page 201
MONITORING AND OPERATION - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . 52-70-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-70-00 Page 1
MONITORING AND OPERATION - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . 52-70-00 Page 201
Airstair Door Switches Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-70-00 Page 201
BEECHCRAFT®
MAINTENANCE MANUAL
AIRSTAIR DOOR FORWARD AND AFT LATCH SWITCHES - MAINTENANCE

PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-70-01 Page 201
Airstair Door Forward and Aft Latch Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-70-01 Page 201
AIRSTAIR DOOR LATCH HANDLE SWITCH AND PRESSURE LOCK SWITCH -
Airstair Door Latch Handle Switch and Pressure Lock Switch . . . . . . . . . . . . . . . . . . . 52-70-02 Page 201
CARGO DOOR MONITORING AND OPERATION - MAINTENANCE PRACTICES . . . . 52-71-00 Page 201
Cargo Door Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-71-00 Page 201
CARGO DOOR DOORSILL SWITCH - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . 52-71-01 Page 201
Cargo Door Doorsill Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-71-01 Page 201
Cargo Door Latch Handle Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-71-01 Page 201
CARGO DOOR LATCH PIN SWITCH - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . 52-71-02 Page 201
Cargo Door Latch Pin Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-71-02 Page 201
BEECHCRAFT®
MAINTENANCE MANUAL
DOORS - GENERAL
1. Doors
A. Forward Airstair Door
(1) The airstair door provides cabin security for flight and a convenient stairway for entry and exit.
The forward plastic-encased cable and handrail assembly and the aft plastic-encased cable
handrail assembly provide support for the airstair door in the open position, a hand hold for
passengers, and a convenience for closing the door from the inside. A rubber seal around the
airstair door positively seals the pressure vessel while the airplane is in flight. The swing-down
airstair door is hinged at the bottom and is equipped with a counterbalance assembly to lower
the airstair door gradually during opening.
(2) The latching mechanism for the airstair door is operated by inner and outer interconnected
handles. The handles on either side of the door are attached to cable drums. When a handle
is rotated, cables attached to the drums wind or unwind in response to the handle movement.
The cables from the handle are routed around splined drums at each of the camlock latches on
the forward and aft sides of the airstair door. The splines in the drum engage splines on the
camlock shafts of the latch so that rotation of the drum, when actuated by the cable from the
handle, rotates the face of the latch to engage the latch post installed in the door frame. The
latch cables are adjusted by turnbuckles to a tension sufficient to ensure proper latching and
unlatching of the airstair door in response to handle movement. A splined cam on the ends of
the camlock shaft opposite the latch face actuates switches mounted on brackets at the lower
latches to indicate when the airstair door is closed and latched.
(3) Whenever the door is opened by either the outer or inner door handle, the lock-release button
adjacent to a door handle must be depressed before the handle can be rotated to unlock
the airstair door. The lock-release button acts as a safety device to help prevent accidental
opening of the airstair door. As an additional safety measure, a differential-pressure-sensitive
diaphragm is incorporated into the lock-release button mechanism. The outboard side of the
diaphragm is open to atmospheric pressure, the inboard side to cabin air pressure. As the
cabin-to-atmospheric pressure increases, the diaphragm moves outboard and locks the door
handle.
B. Emergency Exit Doors
(1) The airplane has three emergency exit doors located at the third RH and the fifth RH and LH
cabin windows. From the inside, the emergency exit door is released with a pull-down handle
placarded EXIT PULL, and on the outside the door is released with a flush mounted pull-out
handle. The door is of the nonhinged plug type which removes completely from the frame
when the latches are released. From the inside, the emergency exit door can be locked by
installation of a lock pin to prevent opening from the outside. The inside handle will not unlatch
the emergency exit door when locked by the ground lock pin. The lock pin must be removed
prior to flight to allow removal of the door from the outside in the event of an emergency.
(2) On the lower frame of the emergency exit door opening are two lugs which hold the lower section
of the door in place. On each side of the frame are three adjustable lugs set to engage three
stationary lugs on each side of the door to prevent the door from being pushed out past the
airplane contour when the cabin is pressurized. A quick-disconnect electrical plug located in the
lower left corner of the door will permit quick and safe disconnection of the light circuitry on the
door.
C. Cargo Door
(1) The cargo door is hinged at the top and incorporates a bottom latching mechanism. Gas springs
charged with nitrogen are attached to the door frame and to brackets on each side of the door for
automatically opening the door after the initial opening force is applied. Two small gas springs,
attached to brackets on the door and on the fuselage structure above the door, cushion the
closing force of the large gas springs on the sides of the door. The door is counterbalanced to
remain in the open position. The gas springs also apply a closing force to assist in closing and
latching the door. A rubber seal is held in place by retainers around the periphery of the door to
effectively seal the pressure vessel when the cabin is pressurized.
(2) The latching mechanism for the cargo door is operated by two interconnected handles, one on
the outside and one on the inside of the door. The handles are attached to cable drums. When
the handles are rotated, cables attached to the drums wind or unwind in response to the direction
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of handle movement. The cables from the handles are routed around splined drums at each of
the camlock latches on the forward and aft sides of the door. The splines in the drums engage
splines on the camlock shafts of the latch so that the rotation of the drum, when actuated by the
cable from the handle, rotates the face of the latch to engage the latch post in the door frame.
The latch cables are adjusted by turnbuckles to a tension sufficient to ensure proper latching
and unlatching of the latches in response to handle movement. A splined cam on the end of
the camlock shaft opposite the latch face actuates switches mounted on brackets at the upper
latches to indicate when the door is closed and latched. The movement of the inside latch handle
fore and aft is transferred by a tube running the width of the cargo door to four latch pins that
engage latch brackets on the door with lugs attached to the doorsill of the fuselage.
(3) To open the cargo door after it is unlatched, push on the bottom of the door. After the cargo
door is manually opened a few feet, gas springs take over and raise the door to the fully open
position.
(4) To close the cargo door, pull it down and inboard. The gas springs will resist the closing effort
until the door is only open a few feet. Then, as the springs move overcenter, they begin applying
a closing force to the door.
(5) The door closes against an inflatable rubber seal around the opening in the cargo door frame.
When the cabin is pressurized, air seeps into the rubber seal through small holes drilled in the
side of the seal. The higher the cabin differential pressure, the more the seal inflates. This is a
passive seal system and has no mechanical connection to a bleed air source.
D. Nose Avionics Door
(1) The nose avionics compartment door has two hinges located at the top which permits the door
to be opened upward. Three latch pins, one located on each side of the door and one at the
bottom, are connected by couplings to a bell crank located at the center of the door.
(2) To open the nose avionics door, unlock the three Dzus fasteners. Raise the door up to the open
position. The door is equipped with a gas spring to assist opening and to steady the door in
gusty winds. To close the door, exert downward pressure to overcome the gas spring. While
holding the door in the closed position, rotate the Dzus fasteners to the locked position.
E. Cargo and Airstair Door Warning
(1) The warning system for the cargo and cabin entrance (airstair) doors utilizes ten switches, five
on the cargo door and five on the airstair door, to indicate that all door handles and latches are
safety positioned when the doors are closed and latched. Two separate switch circuits are used
to illuminate the FWD CABIN DOOR and AFT CABIN DOOR lights in the warning annunciator
panel to indicate that the cargo and airstair doors are not properly secured.
(2) The circuit for the cargo door is wired in parallel through the doorsill, forward and aft camlock
latch, latch handle and the latch pin switches to send a signal to the annunciator fault detection
card assembly, which in turn activates the AFT CABIN DOOR light in the warning annunciator
panel to indicate that any one of the switches is not actuated. The doorsill, forward and aft
camlock latch and the latch handle switches on the airstair door are wired in the same manner
as the switches on the cargo door to illuminate the FWD CABIN DOOR light on the warning
annunciator panel.
(3) The camlock switches utilized in both circuits are actuated by a cam attached to the shaft of
the camlock latch that is rotated by the cable and handle drums; consequently, these switches
sense the rotary motion of the handle and subsequent movement of the cables when the door
is being locked or unlocked. If the cable breaks or the switch actuator or cam fails, the switch
will return to the normally closed position to indicate an unlocked condition.

A. Special tools are listed in Table 1 and recommended materials are listed in Table 2. Those listed
as meeting federal, military or supplier specifications are provided for reference only and are not
specifically required by Textron Aviation Inc. (TAI). Any product conforming to the specification listed
may be used. The products included in these Tables have been tested and approved for aviation
usage by TAI, by the supplier, or by compliance with the applicable specifications. Generic or locally
manufactured products which conform to the requirements of specification may be used even though
not included in the Tables. Only the basic number of each specification is listed. No attempt has been
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made to update the listing to the latest revision. It is the responsibility of the technician or mechanic
to determine the current revision of the applicable specification prior to using the product listed. This
can be done by contacting the supplier of the product to be used.
A. Special Tools and Equipment

1. Latch Post 101-590052-3 Available from TAI. To adjust the eccentric
Wrench bushing.
2. Pull Gauge Obtain locally. To check the door handle
turning torque.
B. Recommended Materials

1. Cleaner Methyl Propyl Ketone Obtain locally
(MPK replaces MEK)
2. Contact Indicator Blue Dykem Obtain locally
3. Sealer AMS-S-8802 PR 1440B Courtalds Aerospace,
Inc. P.O. Box 18005454
San Fernando Road
Glendale, CA 91209
4. Adhesive RTV 732 Dow Corning Midland, MI
48640
5. Adhesive EC1300L Minnesota Mining and
Manufacturing Co. St.
Paul, MN
6. Lubricant MIL-L-7870 Caltex Low Temp Oil Caltex Oil Products Co.
New York, NY
Sinclair Aircraft Orbitlube Sinclair Refining Co. 600
Fifth Ave. New York, NY
10020
1692 Low Temp Oil Texaco Inc. 135 E. 42nd
St. New York, NY 10017
7. Lubricant Molykote G-N Dow Corning Midland, MI
48640
8. Threadlock Loctite 242 Loctite Corp. 705 N.
Mountain Rd. Newington,
CT 06111-1411
9. Silicone Grease G-322L General Electric Co.
Waterford, NY 12188
10. Adhesive RTV-108 General Electric Co.
Silicone Plastics
Group P.O. Box 12180
Waterford, NY 12188
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11. Adhesive Silastic 140 Dow Corning, P.O. Box
997, Saginaw Road
Midland, MI 48602
12. Thread Lock Loctite 222 Loctite Corp. 705 N.
Mountain Rd. Newington,
CT 06111-1411
13. Sealant PR-1440B Courtalds Aerospace
Inc. 21800 Burbank
Blvd. Woodland Hills, CA
91365-4226
14. Grease, MIL-G-21164 Aeroshell 17 Shell Oil Co. 50th W.
Molybdenum 50th St. New York, NY
Disulfide 10020
15. Adhesive Sil Pak A400 Silpak Inc. 169
Atlantic Street Pomona,
California 91768
16. Adhesive RTV-157 General Electric Co.
Silicone Plastics
Group P.O. Box 12180
Waterford, NY 12188
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AIRSTAIR DOOR - MAINTENANCE PRACTICES
1. Airstair Door
A. Removal
(1) Remove all electrical power from the airplane. Disconnect the battery.
(2) Disconnect the electrical connector adjacent to the door hinge.
CAUTION: The counterbalance strut is pressurized. The door must be closed

during removal of the counterbalance assembly.
(3) Perform the AIRSTAIR DOOR COUNTERBALANCE ASSEMBLY REMOVAL (Ref. 52-10-01)
and the AIRSTAIR DOOR FORWARD AND AFT HANDRAIL REMOVAL (Ref. 52-10-02).
(4) Remove the hinge pin connecting the threshold pad assembly to the airstair door.
(5) Remove the screw and hinge retainer plate at each end of the hinge pin.
(6) Support the door and remove the hinge pin.
(7) Carefully remove the airstair door.
B. Installation
(1) Perform the CABIN AIR STAIR LUBRICATION procedure (Ref. Chapter 12-20-00).
(2) Carefully move the door into position and support the door. Mate the hinge halves on the cabin
door and the threshold and install the hinge pin.
(3) Install the hinge pin retainers on each end of the hinge.
(4) Mate the hinge, half of the step pad assembly and the hinge, half on the airstair door and install
the hinge pin.
CAUTION: The counterbalance strut is pressurized. The door must be closed

during removal of the counterbalance assembly.
(5) Perform the AIRSTAIR DOOR COUNTERBALANCE ASSEMBLY INSTALLATION (Ref. 52-10-
01) and the AIRSTAIR DOOR FORWARD AND AFT HANDRAIL INSTALLATION (Ref. 52-10-
02).
(6) Connect the electrical connector adjacent to the door hinge.
(7) Connect the battery and apply electrical power to the airplane.
(8) Close and lock the airstair door. With electrical power ON, observe that the FWD CABIN DOOR
light is out.
CAUTION: Check that the nut on the bolt securing the base of the door cable
post is installed toward the center of the door to prevent the handrail
from hanging up under the bolt.
(9) Unlock the door and check that the door free falls from fully closed to fully open within 5 seconds.
C. Rigging
(1) Remove the forward and aft upholstery panels on the airstair door as necessary to gain access
to the latching mechanism.
(2) Shim the airstair door with spacer blocks taped to the door at the eight latch points so that the
outside contour of the door matches that of the fuselage.
NOTE: An undercontour of 0.06 inch between the airstair door skin and the fuselage skin is
acceptable, but the airstair door skin contour must NEVER be outside that of the
fuselage contour.
(3) With the interior and exterior door handle in the closed position and the pressure lock engaged
by the arm assembly, insert a rig pin through the interior door handle support into the cable drum
(Ref. Figure 201).
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(4) If necessary, loosen the jam nut and adjust the rod end of the handle rod until the attaching bolts
can be easily installed.
NOTE: Only the rod end attached to the interior handle is adjustable. After the handle rod is
adjusted to the proper length, check that the threads of the adjustable rod end are
visible in the inspection hole of the rod assembly before tightening the jam nut and
attaching the rod assembly to the handle arm.
(5) Remove the rig pin from the interior door handle support.
(6) Remove upholstery panels and step(s) on the airstair door as necessary to inspect the latch
mechanism cable. Check the latch mechanism cables for clearances.
NOTE: If a latch mechanism cable requires replacement, wrap the cable around each
latch drum and the handle drum so that the retaining pin slot in the drum is aligned
with the drum guide retaining screw on the inboard side of the latch housing (Ref.
Figure 202). This will ensure adequate rotation of the camlock shaft to complete the
latching and unlatching movements of the latching mechanism.
(7) Check latch mechanism cables for clearances, damage, broken strands, corrosion, condition
and security of attachment. Move door handle from open to closed to check entire length of
cables. Replace cables with broken strands.
(8) Rig the latch cables to the tension designated (Ref. Figure 205). Cable tension is adjusted using
the turnbuckles on each side of the airstair door.
(9) After the cable tension has been set, safety the turnbuckle using new locking clips (Ref. Chapter
20-00-00).
(10) With the door handles in the open position, insert the splines of each camlock shaft into the
splines of its respective cable drum so that the cutout in the latch face of the shaft is centered
with respect to the arc made by the latch when the door is closing (Ref. Figure 203).
(11) Engage the splines of each latch cam with the splines on the small end of the camlock shaft
so that the cam just contacts its stop pin (Ref. Figure 202). On the lower aft and forward latch
assembly where the electrical switches are located, back the cam off one spline from the point
where it contacts the stop pin, then install the washer and nut securing it in place. On the
remaining six latches, back the cam off two splines from the point where it contacts the stop pin,
then install the washer and nut securing the cam in place.
NOTE: Any time the camlock shafts are repositioned with respect to the cable drums, the
latch cams must be indexed to the camlock shaft to ensure full travel (90°) of the
latch handles.
(12) Adjust each latch post on the fuselage frame adjacent to the airstair door latches until the latch
post's point of contact with the latch face of the camlock shaft aligns with the closing arc made
by the latch when the door is fully closed (Ref. Figure 204). To make this adjustment, rotate
the eccentric bushing, in conjunction with the eccentric latch post, until the latch post is properly
aligned with the latch, then tighten and safety the nut securing the post in place. A special latch
post wrench (2, Table 1, 52-00-00) is required to adjust the eccentric bushing.
NOTE: Coating the latch post with Contact Indicator (2, Table 2, 52-00-00), or its equivalent,
will facilitate pinpointing its area of contact with the face of the latch.
(13) Perform the AIRSTAIR DOOR SWITCHES ADJUSTMENT procedure (Ref. 52-70-00).
(14) Remove the spacer blocks taped to the door at the six latch points.
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(15) Work the door seal into the retainer channel around the periphery of the door.
NOTE: To ensure retention of the seal in the track, the seal may be cemented in place with
translucent adhesive (10, Table 2, 52-00-00).
Multiply the distance in inches from the handle shaft to the attachment point of the pull
gage times the reading in pounds on the gage to measure the inch-pounds of
torque required for actuation of the latch mechanism. If the actuating torque does
not fall within the prescribed limits, readjust the door posts and cable rigging until
the proper torque is acquired.
(16) Attach a pull gage (3, Table 1, 52-00-00) to the outside handle and check the torque required to
operate the latching mechanism while closing the door. The torque required to start rotation of
the handle should not exceed 250 inch-pounds, and the torque required to continue the latching
movement should not exceed 100 inch-pounds.
(17) Check the torque required to operate the latching mechanism while opening the door. The
torque required to start rotation of the handle should not exceed 250 inch-pounds, and the torque
required to continue the latching mechanism movement should not exceed 100 inch-pounds.
(18) Install the forward and aft upholstery panels on the airstair door which were removed to facilitate
latch adjustment.
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Airstair Door Rigging

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Cable Drum and Camlock Assembly

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Camlock Latch Adjustment

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Camlock Latch and Latch Post Adjustment

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Airstair Door Cable Tension Graph

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AIRSTAIR DOOR COUNTERBALANCE ASSEMBLY - MAINTENANCE PRACTICES
1. Airstair Door Counterbalance Assembly

A. Removal
WARNING: The airstair door must be in the closed position during the
counterbalance assembly removal and installation.
CAUTION: When the counterbalance assembly has been removed from the
airstair door, place a caution on each door handle stating that the
counterbalance assembly has been removed.
(1) Close the airstair door to relieve the pressure on the counterbalance assembly (Ref. Figure
201).
(2) Carefully remove the washers (2 and 31) and bolt (3) attaching the movable strut rod end (1) to
the support assembly (30).
(3) Remove the nut (27), washers (5 and 28), bushing (29) and bolt (6) attaching the strut assembly
(4) to the lever assembly (10).
(4) Remove the nut (23), washers (12 and 22) and bolt (11) attaching the cable assembly (21) to
the lever assembly (10).
(5) Remove the screw cap (33), washer (32), cotter pin (34), nut (9), bushing (7) and bearings (24)
attaching the lever assembly to the support (26).
(6) Remove the lever assembly (10) and washer (25) from the support stud (35).
(7) Remove the nut (15), washers (14, 17 and 18), bushing (13) and bolt (19) attaching the cable
assembly (21) to the door bracket (16).
B. Installation
(1) Place a washer (18) on the bolt (19) (Ref. Figure 201).
(2) Insert the bolt (19) through washer (18), the cable assembly rod end (20), washer (17), the
forward bracket (16), bushing (13) and the aft bracket (16). Install the washer (14) and nut (15)
on the bolt (19).
(3) Close the airstair door.
(4) Install the washer (25), bearings (24), bushing (7), lever assembly (10) on to the support stud
(35) and secure with washer (8), nut (9) and cotter pin (34).
(5) Install washer (32) and screw cap (33) over the nut (9).
(6) Insert bolt (11) through the lever assembly (10), washer (12) and cable assembly rod end (21).
(7) Install the washer (22) and nut (23) on the bolt (11).
(8) Place a washer (5) on the bolt (6).
(9) Insert the bolt (6) through the aft flange of the lever assembly (10), strut assembly (4), bushing
(29) and the forward flange of the lever assembly (10).
(10) Install the washer (28) and nut (27) on the bolt (6).
(11) With the door closed, insert the bolt (3) through the strut rod end (1) and washer (31) and screw
the bolt into the support (30).
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Airstair Door Counterbalance Assembly

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AIRSTAIR DOOR FORWARD AND AFT HANDRAIL - MAINTENANCE PRACTICES
1. Upper Forward Handrail

A. Removal
CAUTION: To prevent damage to the airplane, a support shall be placed beneath

the airstair door whenever any handrail(s) are not fully installed.
(1) Open the airstair door (31) and place a support under the door to remove all tension from handrail
assemblies (Ref. Figure 201).
NOTE: Kit 129-4006-1 installs a spring assembly to the upper forward anchor.
(2) For airplanes not equipped with spring (42) attached to clevis (3) at anchor (1), (Ref. Figure 201,
Sheet 2, Detail C) perform the following Step:
(a) Remove nut (39), washer (38), screw (4) and spacers (40) attaching the clevis (3) to the
anchor (1) at the top of the airstair door frame (Ref. Figure 201, Sheet 1).
(3) If the upper handrail clevis (3) has spring (42) assembly attached at anchor (1), perform the
following Steps (Ref. Figure 201, Sheet 2, Detail C):
(a) Remove nut (39), washers (38) and screw (4).
(b) Remove bushings (41), spring (42) and spring stop (43) from the clevis (3).
(c) Remove clevis (3) from the anchor (1) at the top of the airstair door frame.
(4) For airplanes UE-424 and After, that are equipped with quick release link (46), perform the
following Step:
(a) With assistance, raise the airstair door until clevis (6) can be removed from the quick
release link (46), as described in Figure 201, Sheet 2, Detail B.
(5) Remove the screw (5), retainer (7) and washers (37) attaching the clevis (6) to the link (8) and
remove handrail (44) from the airplane (Ref. Figure 201, Sheet 1).
(6) Inspect handrail (44) for damage and wear; replace as necessary.
B. Installation

NOTE: Kit 129-4006-1 installs a spring assembly to the upper forward anchor.
(1) For airplanes not equipped with spring (42) attached to clevis (3) at anchor (1), perform the
following Step (Ref. Figure 201, Sheet 2, Detail C):
(a) Attach clevis (3) to anchor (1) by installing screw (4) using thread lock (12, Table 2, 52-00-
00), spacers (40), washer (38) and secure with nut (39) (Ref. Figure 201).
(2) For airplanes which are equipped with spring (42) attached to clevis (3) at anchor (1), perform
the following Steps (Ref. Figure 201, Sheet 2, Detail C):
(a) Install spring (42) and spring stop (43) over clevis (3) so the pressure is exerted inboard.
(b) Place clevis (3) with spring (42) and spring stop (43) over anchor (1) and position bushings
(41).
(c) Attach clevis (3) to anchor (1) by installing screw (4) using thread lock (12, Table 2, 52-00-
00), washers (38) and nut (39).
NOTE: When the term "clockwise" or "counterclockwise" is used, the following

assumptions are made: 1) the mechanic installing the handrails is standing
at the foot of the open airstair door facing inboard; 2) the handrail clevis (3 or
15) has been installed; 3) The mechanic will hold the handrail clevis (6 or 11)
towards him, looks towards the installed handrail clevis, and twist the handrail
clockwise or counterclockwise based on this orientation.
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(3) Using half turn increments, preload the upper forward handrail (44) by facing inboard and twist
handrail clevis (6) clockwise no more than 1.5 total twist.
following Step:
(a) With assistance, raise the airstair door until clevis (6) can be connected to quick release
link (46), as described in Figure 201, Sheet 2, Detail B.
(5) Attach clevis (6) to link (8) by installing screw (5) using thread lock (12, Table 2, 52-00-00),
washers (37) and retainer (7) (Ref. Figure 201).
(6) Perform the AIRSTAIR DOOR HANDRAIL FUNCTIONAL CHECK procedure in this section.
2. Upper Aft Handrail

A. Removal

assemblies (Ref. Figure 202).
(2) Remove nut (39), washer (38), screw (4) and spacers (40) attaching the clevis (3) to the anchor
(1) at the top of the airstair door frame.
(3) Remove screw (5), retainer (7) and washers (37) attaching the clevis (6) to the link (8) and
remove handrail (44) from the airplane.
(4) Inspect the handrail (44) for damage and wear; replace as necessary.
B. Installation

(1) Attach clevis (3) to anchor (1) by installing screw (4) using thread lock (12, Table 2, 52-00-00),
spacers (40) washer (38) and nut (39) (Ref. Figure 202).

assumptions are made: 1) the mechanic installing the handrails is standing at the
foot of the open airstair door facing inboard; 2) the handrail clevis (3 or 15) has
been installed; 3) The mechanic will hold the handrail clevis (6 or 11) towards him,
looks towards the installed handrail clevis, and twist the handrail clockwise or
counterclockwise based on this orientation.
(2) Using half turn increments, preload the upper aft handrail (44) by facing inboard and twist
handrail clevis (6) counterclockwise no more than 1.5 total twist.
washers (37) and retainer (7).
3. Lower Forward Handrail

A. Removal
NOTE: This procedure is typical for both the forward and aft lower handrails.

assemblies (Ref. Figure 201 or 202).
(2) Remove nut (18), washer (17), screw (13), and washer (14) from clevis (15).
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(3) Remove spacers (20 and 22), spring (21) and bushing (16) attaching clevis (15) to anchor (19).
B. Installation

(1) Position clevis (15) over the anchor (19) and install bushing (16) through the clevis and bracket
(Ref. Figure 201).
(2) Position spring (21) and spacers (20 and 22) over clevis (15) so that the pressure is exerted
toward the airstair door.

(4) Using half turn increments, preload the lower forward handrail (45) by facing inboard and twist
handrail clevis (11) clockwise no more than 1.5 total twists.
4. Lower Aft Handrail

A. Removal
NOTE: This procedure is typical for both the forward and aft lower handrails.

(2) Remove nut (18), washer (17), screw (13), and washer (14) from clevis (15).
(3) Remove spacers (20 and 22), spring (21) and bushing (16) attaching clevis (15) to anchor (19).
B. Installation

(1) Position clevis (15) over the anchor (19) and install bushing (16) through the clevis and bracket
(Ref. Figure 202).
(2) Position spring (21) and spacers (20 and 22) over clevis (15) so that the pressure is exerted
toward the airstair door.
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(4) Using half turn increments, preload the lower aft handrail (45) by facing inboard and twist handrail
clevis (11) counterclockwise no more than 1.5 total twist.
5. Airstair Door Forward and Aft Post

A. Removal
NOTE: This procedure is typical for both the forward and the aft airstair door post removal.

following Step:
(a) With assistance, raise the airstair door until clevis (6) can be removed from the quick
release link (46), as described in Figure 201, Sheet 2, Detail B.
(3) Remove screw (5), retainer (7) and washers (37) attaching the clevis (6) to the link (8) (Ref.
Figure 201, Sheet 1).
(4) Remove screw (12) and retainer (10) and washers (37) attaching the clevis (11) to the link (8).
(5) For airplanes that have post bracket (47) installed on post assembly (36), perform the following
Steps (Ref. Figure 202):
(a) Remove plug button from aft-airstair riser assembly.
(b) Cut and remove the safety wire from the head of bolt (35) and post bracket (47).
(c) Remove bolt (35) and washer(s) (28) from post bracket (47).
(d) Remove post assembly (36), bushing (32) and spring (33) from the door brackets (30).
(e) Remove bushing (34) from spring (33).
Steps:
(a) Remove nut (29), washer (28) and bolt (35) from post bracket (46).
(b) Remove post assembly (36), bushing (32) and spring (33) from door brackets (30).
(c) Remove bushing (34) from spring (33).
B. Installation
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NOTE: Preloading the airstair door handrails helps avoid damaging the handrails when closing
the airstair door. Preloading is accomplished by twisting the handrails during installation.
Because the condition of airstair door handrails vary, there are no specific preloading
requirements regarding the total number of twists to be used. It is required that the
handrail preload not exceed 1.5 total twist and not interfere in any way during the opening
or closing of the airstair door.
CAUTION: Ensure the spring legs are positioned inside of metal brackets (30)
or damage to door panel may result.
(a) Place bushings (34) in spring (33), position between brackets (30) and install bushing (32)
through brackets (30).
(b) Position post assembly (36) onto spring (33) arm and bracket (30).
NOTE: When installing bolt (35) use a sufficient amount of washer(s) (28) under the
head of the bolt so that when the bolt is tightened, the end of the bolt is flush
with the aft side of post bracket (47).
(c) Install washer(s) (28) and bolt (35) from the forward side of post assembly (36), bracket
(30) and tighten.
(d) Safety wire bolt (35) to post assembly (36).
(e) Install plug button in aft-airstair riser assembly.
CAUTION: Ensure spring legs are positioned inside of metal brackets (30) or
damage to door panel may result.
(a) Place bushings (32) in spring (33), position between brackets (30) and install bushing (34).
(b) Insert post bracket (46) onto spring (33) arm and bracket (30).
1 For the forward post assembly, install bolt (35) from the forward side of post assembly
(36) through bushing (32) and brackets (30).
2 For the aft post assembly, install bolt (35) from the aft side of post assembly (36)
through bushing (32) and brackets (30).
(3) Perform the following Steps for forward post assembly (36):
(a) Preload the handrails by performing the following Steps (Ref. Figure 201, Sheet 1):

1 Using half turn increments, preload the upper forward handrail (44) by facing inboard
and twist handrail clevis (6) clockwise no more than 1.5 total twist.
2 Using half turn increments, preload the lower forward handrail (45) by facing inboard
and twist handrail clevis (11) clockwise no more than 1.5 total twist.
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(b) For airplanes UE-424 and After, that are equipped with quick release link (46), perform the
following Step:
1 With assistance raise the airstair door until clevis (6) can be connected to quick
release link (46), as described in Figure 201, Sheet 2, Detail B
(c) Attach clevis (6) to link (8) by installing screw (5) using thread lock (12, Table 2, 52-00-00),
washers (37) and retainer (7) (Ref. Figure 201, Sheet 1).
(d) Attach clevis (11) to link (8) by installing screw (12) using thread lock (12, Table 2, 52-00-
00), washers (37) and retainer (10).
(4) Perform the following Steps for aft post assembly (36):
(a) Preload the handrails by performing the following Steps (Ref. Figure 202):

1 Using half turn increments, preload the upper aft handrail (44) by facing inboard and
twist handrail clevis (6) counterclockwise no more than 1.5 total twist.
2 Using half turn increments, preload the lower aft handrail (45) by facing inboard and
twist handrail clevis (11) counterclockwise no more than 1.5 total twist.
(b) Attach clevis (6) to link (8) by installing screw (5) using thread lock (12, Table 2, 52-00-00),
washers (37) and retainer (7) (Ref. Figure 202).
(c) Attach clevis (11) to link (8) by installing screw (12) using thread lock (12, Table 2, 52-00-
00), washers (37) and retainer (10).
(5) Perform AIRSTAIR DOOR HANDRAIL FUNCTIONAL CHECK procedures in this section.
6. Airstair Door Handrail

A. Functional Check
The purpose of this functional check is to ensure that the airstair door handrails do not become
damaged and do not interfere with the operation of the door. The handrails should be installed so
that as the door closes the handrails twist away from the edges of the door to avoid being pinched
and damaged. Also, with the airstair door in the closed position, the handrails must not be situated in
a way that may interfere with the door being opened.
(1) Perform a functional check of the airstair door handrails by performing the following Steps:
NOTE: While performing this functional check, do not pull on the handrails from the inside
of the airplane to close the airstair door. The handrails should be allowed to move
on their own as the door is closed. Observe the handrail behavior from inside the
airplane as the door is slowly closed by someone outside the airplane.
(a) Inspect the airstair door decals for installation, condition and legibility on the interior and
exterior of the airstair door assembly (Ref. Chapter 11-00-00, REQUIRED PLACARDS).
(b) With weight on the bottom airstair door step, adjust the turnbuckles on the upper handrail(s)
(44) so the stairs are level and the load is shared equally by the forward and aft handrails.
(c) With assistance, observe from inside the airplane the behavior of the airstair door
handrails as the door is closed. The handrails should not interfere in any way with the
operation of the airstair door during closing. If the handrails cause any interference,
disconnect the handrail at clevis (6 or 11) and return to UPPER FORWARD HANDRAIL
INSTALLATION Step (3) and/or UPPER AFT HANDRAIL INSTALLATION Step (2) and/or
LOWER HANDRAIL INSTALLATION Step (4).
(d) With assistance, observe from inside the airplane the behavior of the airstair door handrails
as the door is opened. The handrails should not interfere in any way with the operation
of the airstair door during opening of the door. If the handrails cause any interference,
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disconnect the handrail at clevis (6 or 11) and return to UPPER FORWARD HANDRAIL
INSTALLATION Step (3) and/or UPPER AFT HANDRAIL INSTALLATION Step (2) and/or
LOWER HANDRAIL INSTALLATION Step (4).
(e) When no interference is observed, repeat Steps (1) (c) and (1) (d) at least three times
to ensure proper operation of the airstair door handrails. If proper operation cannot be
obtained, it may be necessary to replace one or more of the handrails.
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Airstair Door Forward Handrails

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Airstair Door Forward Handrails

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Airstair Door Aft Handrails

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NEW AIRSTAIR DOOR - MAINTENANCE PRACTICES
1. New Airstair Door

A. Installation

(1) Remove the old door from the airplane as instructed in 52-10-00 under the heading AIRSTAIR
DOOR REMOVAL.
NOTE: Before installing a new door, remove the door seal from around the airstair door
frame.
(2) Place a shim 0.038 to 0.050 inch thick and 8 to 10 inches long into the recessed hinge area on
the bottom of the airstair door.
NOTE: This shim holds the new airstair door skin flush with the fuselage skin once the
airstair door is properly trimmed.
(3) Place the handle of the airstair door in the fully open position. This will allow the eight camlock
latches to align with the latch posts installed in the airstair door frame.
(4) Position the airstair door in the airstair door frame. The excess skin on the door will not allow it
to fit into the recessed frame; however, center the camlock latches on the latch posts as closely
as possible.
CAUTION: Extreme caution must be used during the airstair door skin removal
to prevent removing excess material and creating an excessive
gap between the fuselage skin and the airstair door skin. The
maximum gap between the airstair door and the fuselage is 0.060
inch. Desired gap is 0.040 inch.
(5) Using 2 inch masking tape, tape around the edge of the airstair door opening on the fuselage
skin.
(6) Place the airstair door in the door frame with the latches in position to close with the latch posts.
(7) Place a second layer of 2 inch masking tape over the first layer with outside edges even. Using
a sharp knife, cut along the edge of the airstair door skin.
(8) Remove the airstair door from the door frame and scribe along the tape interior edge on the
airstair door skin.
(9) Using a drill motor with a 40 grit sanding disc attached, remove the excess skin outside of the
scribe line on the airstair door skin edge.
(10) Place four 3/8 to 1/2 inch shims, two on each side, into the recessed opening to support the door
flush with the outside skin of the fuselage.
(11) Tape three 3/8 to 1/2 inch thick shims into the recessed opening to support the top of the airstair
door skin flush with the outside skin of the fuselage.
(12) Using the drill motor with the 40 grit sanding disc attached, remove excess skin until a gap of
0.040 inch is between the airstair door skin and the fuselage skin around the door frame.
NOTE: Repeat the above procedure as many times as required until the sides of the door fit
into the recessed frame.
(13) Once the door fits completely into the opening, check that the camlock latches are centered on
the latch post and latch the door closed. Mate the new hinge to the existing hinge half on the
fuselage frame and install the hinge pin. Use shims as required around the airstair door to keep
it from moving while drilling hinge holes.
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(14) Drill twenty three 0.128 to 0.133 inch diameter holes through the door, using the first row of pilot
holes adjacent to the hinge pin as guides. Countersink the holes 100° X 0.230 inch diameter on
the hinge half.
(15) Install #30 Cleco fasteners (minimum of seven) equally spaced to hold the airstair door to the
hinge half. Drill thirty five 0.176 to 0.180 inch diameter holes, using the remainder of the holes
in the hinge half as guides. Countersink the holes 100° X 0.286 inch diameter on the hinge half.
(16) The airstair door can now be opened and closed freely on the hinge. Remove the remaining
excess skin material until the desired gap of 0.040 inch is obtained between the airstair door
skin and the fuselage skin around the airstair door frame.
(17) Remove the hinge pin and the cleco fasteners. Remove the airstair door from the fuselage
frame. Apply Proseal 890 (3, Table 2, 52-00-00) between the hinge half and the door frame.
(18) Position the new hinge half and the lower seal retainer on the door, and align the pilot holes in
the retainer with the twenty three holes drilled in Step (14). Seal between the lower seal retainer
and the door with sealer (3, Table 2, 52-00-00).
(19) Install twenty three rivets through the hinge half and door skin. Install thirty five rivets through
the remaining holes in the hinge half.
(20) Carefully place the airstair door into position, mate the hinge halves, and install the hinge pin.
Install the hinge pin retainers on each end of the hinge with screws.
(21) Install the counterbalance, forward handrail and aft handrail assemblies as instructed in 52-10-
01 and 52-10-02.
(22) Rig the airstair door as instructed in 52-10-05.
(23) Connect the electrical door open warning switch and step light connector located inboard and
forward adjacent to the door hinge. Rig the door warning switches as instructed in 52-70-00.
(24) Apply soapstone powder to the seal.
(25) If necessary, remove the upholstery from the old door and install on the new door, or install new
upholstery as required.
(26) Install the door on the airplane as described in accordance with AIRSTAIR DOOR
(27) After the door has been installed and painted to match the fuselage, lubricate the door in
accordance with Chapter 12-20-00 of this Maintenance Manual.
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AIRSTAIR DOOR SEAL - MAINTENANCE PRACTICES
1. Airstair Door Seal

A. Removal
(1) Open the airstair door and disengage the cabin door circuit breaker.
(2) Disconnect the electrical connector adjacent to the hinge door.
(3) Remove the bolt and washers attaching the counterbalance to the counterbalance assembly
attach bracket on the airstair door frame.
(4) Support the door and remove the screw, washer, spacer, and bushing attaching the hand rail
cable eye to the anchor attached to the top of the airstair door frame.
(5) Index mark the center of the seal splice located at the top of the door frame and remove the old
seal from the door seal retainer.
B. Installation
NOTE: Use adhesive (10, 11, 15 or 16, Table 2, 52-00-00) in accordance with manufacturer's
instructions.
(1) Apply a bead of adhesive (10, 11, 15 or 16, Table 2, 52-00-00) to the inside of the seal retainer
to bond the seal in the retainer.
(2) Starting with the seal splice positioned on the seal retainer at the marked location on the top of
the door frame, work the seal into the seal retainer. A thin flat strip of phenolic or Plexiglas with
a rounded end will facilitate the seal installation. Clean off excess adhesive as necessary.
(3) Clean joint splice areas and splice tube material with cleaner (1, Table 2, 52-00-00) and allow to
dry thoroughly.
(4) Apply a very thin coat of adhesive (10, 11, 15 or 16, Table 2, 52-00-00) to splice tube and carefully
insert one end of the splice tube into the seal. Repeat for other end of the seal.
NOTE: Do not close the airstair door. Allow adhesives to dry. Refer to the adhesive
specification.
(5) Install the bushings, spacers, washers, and screws attaching the handrail cable eyes to the
attach brackets inside the door frame.
(6) Install the bolt and washer attaching the counterbalance assembly to the attach bracket on the
side of the airstair door frame.
(7) Connect the electrical connector adjacent to the door hinge.
(8) Engage the cabin door circuit breaker, with power ON; observe that the FWD CABIN DOOR
light is illuminated.
C. Repair
NOTE: This repair procedure allows repair of the bottom portion of the airstair door seal.
(1) Open the airstair door.

(2) Remove the screws securing the threshold hinged plate and fold plate forward.
(3) Measure 12 inches up from the bottom of the door seal and place a mark on the seal on both
sides of the door opening.
(4) Cut the seal at the mark on both sides and carefully remove the damaged bottom portion of the
seal from the seal retainer.
(5) Using the removed seal as a guide for length, cut the new seal to fit.
NOTE: Use adhesive (10, 11, 15 or 16, Table 2, 52-00-00) in accordance with
manufacturer's instructions.
(6) Apply a bead of adhesive (10, 11, 15 or 16, Table 2, 52-00-00) to the inside of the seal retainer
to bond the seal in the retainer.
(7) Starting with the seal splice on one side, work the new door seal into the retainer. A tongue
depressor or a thin flat strip of phenolic or plexiglas with a rounded end will help facilitate
installation.
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(8) Clean off excess adhesive as necessary.

dry thoroughly.
(10) Apply a very thin coat of adhesive (10, 11, 15 or 16, Table 2, 52-00-00) to one splice tube and
carefully insert one end of the splice tube into the old seal and the other end of the splice tube
into the end of the new seal. Repeat for the other joint.
NOTE: Do not close the airstair door. Allow adhesives to dry. Refer to adhesive
specification.
(11) Fold the hinged threshold plate into position and secure with screws.
(12) Close the airstair door after adhesive has cured.
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AIRSTAIR DOOR MECHANISM - MAINTENANCE PRACTICES
1. Airstair Door Mechanism

A. Removal
(1) Remove the airstair door from the fuselage (Ref. Chapter 52-10-00).
(2) Remove the airstair door instruction placards and plates as follows:
(a) Remove the airstair door instruction placard located at the interior door handle.
(b) Remove the airstair door instructions plate located below the second step.
(c) Remove the airstair door instructions and warning placard located below the interior handle.
(3) Remove the airstair door upholstery panels as follows:
(a) Remove the screws and washers attaching the aft and forward upholstery panels (6 and
8) located along the side of the step support (12) and remove the panels from the airstair
door (1) (Ref. Figure 201).
(b) Remove the screws (2) attaching the step pads (3) and remove the pads from the step
support (12).
(4) Remove the airstair door step light assembly harness as follows:
(5) Index mark the center of the seal splice located at the top of the door frame and remove the old
seal from the door seal retainer.
(a) Disconnect the electric wire harness connected to the five airstair door step light assemblies
(5).
(b) Remove the screws (22) and washers (21) attaching the exterior door handle support
bracket (25) to the step supports (12) (Ref. Figure 207).
(c) Remove the screws and washers attaching the bottom step support (7) and remove the
support from the airstair door (Ref. Figure 201).
(d) Remove the screws (9) and washers (10) attaching the step support attach brackets (11)
to the airstair door (1) and remove the step support (12) from the airstair door.
(6) Disconnect the electric wire harness at the cam switches (13), at the lowermost forward and aft
latch assemblies (12), at the door handle position/safety lock switch (3), and at the door open
switch (6) located at the center of the airstair door (Ref. Figure 202).
(7) Cut the wire ties securing the wire harness and remove the electrical wire harness from the
airstair door.
(8) Remove the screws (11) and washers (10) and remove the door open switch cover (9).
(9) Remove the screws (8) and washers (7) and remove the door open switch (6) and bracket (5)
from the airstair door.
(10) Remove the nuts (1), washers (2) from the screws (4) and remove the door handle position/
safety lock switches (3) (Ref. Figure 202) from the brackets (18 and 21) (Ref. Figure 203).
(11) Remove the pressure lock release rod (14), and the door handle interconnect rod assembly (7)
as follows (Ref. Figure 203):
(a) Remove screws (16 and 23) and washers (17 and 22) and remove switch brackets (18 and
21).
(b) Remove the cotter pin (26), washer (25) and pin (24) attaching the pressure lock release
rod (14) to the safety (pressure) lock assembly (20).
(c) Remove the cotter pin (28), washer (27) and pin (15) attaching the pressure lock release
rod (14) to the support bracket (31).
(d) Remove the screws (29) and washers (30) attaching the support bracket (31) and remove
the bracket from the airstair door.
(e) Using a drill, remove the four rivets attaching airstair door safety (pressure) lock assembly
(20) to the airstair door (Ref. Figure 203, Detail D) (Ref. Model 1900 Airliner Series
Structural Repair Manual, Chapter 51-40-02).
(f) Remove the cotter pin (1), nut (2), washer (3) and bolt (5) attaching the door handle
interconnect rod end (6) to the exterior door handle bellcrank arm assembly (4).
(g) Remove the cotter pin (13), nut (12), washer (11) and bolts (9) attaching the door handle
interconnect rod end (8) to the interior door handle bellcrank arm assembly (10).
(h) Remove the screws (16 and 23) and washers (17 and 22) and remove the handle position
switch brackets (18 and 21) from the airstair door.
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CAUTION: Take care not to bend or damage safety (pressure) lock release
rod or damage the switch wiring.
(i) Carefully break sealant seal and remove safety (pressure) lock assembly from airstair door.
(j) Remove all sealant from airstair door and prepare surface for safety (pressure) lock
installation. Treat mating surface and rivet holes with alodine and paint with epoxy primer
(k) Remove the nut (6), washers (2 and 5) and bolt (1) attaching the link assembly rod end (3)
to the interior door handle (4) (Ref. Figure 204).
(l) Remove the nut (21), washer (20) and bolt (18) attaching the link assembly rod end (22)
to the bellcrank arm (19).
(m) Remove the nut (17), washers (16, 9, 7 and 13), bushing (10) and bolt (12) attaching the
interior door handle (4) to the bracket (11). Remove the screws (15) and washers (14) and
remove the bracket (11) from the airstair door.
(n) Remove the screws (34 and 42) and washers (35 and 41) attaching the handrail post
brackets (38 and 40), angles (39) and shims (36 and 37) and remove the brackets from
the airstair door.
(o) Remove the screws (33) and washers (32) and remove the handrail cable bracket (31)
(p) Remove the turnbuckle locking clips (24 and 28) and disconnect the cable terminals (23,
26, 27 and 30) from the turnbuckle barrels (25 and 29).
(12) Remove the pulley assemblies as follows:
(a) Remove the nuts (6), washers (7) and bolts (1) and remove the cable pulleys (3) from the
four vertical pulley brackets (2) (Ref. Figure 205).
(b) Remove the screws (4) and washers (5) attaching the vertical pulley brackets (2) to the
airstair door.
(c) Remove the bolt (9), screws (41) and washer (8) attaching the cable pulley (13) to the
pulley bracket (10) located at the aft outboard corner of the airstair door.
(d) Remove the screws (12) and washers (11) attaching the pulley bracket (10) to the airstair
door.
(e) Remove the bolts (14), screws (42) and washers (19) attaching the cable pulley (18) to the
pulley bracket (15) located at the outboard forward corner of the airstair door.
(f) Remove the screws (17) and washers (16) attaching the pulley bracket (15) to the airstair
door.
(g) Remove the bolts (20), screws (43) and washers (21) attaching the cable pulley (22) to the
pulley bracket (23) located at the inboard aft corner of the airstair door.
(h) Remove the screws (25) and washers (24) attaching the pulley bracket (23) to the airstair
door.
(i) Remove the bolts (31), screws (44) and washers (30) attaching the cable pulley (29) to the
pulley bracket (28) located at the forward inboard corner of the airstair door.
(j) Remove the screws (26) and washers (27) attaching the pulley bracket (28) to the airstair
door.
(k) Remove the bolts (40 and 39), screws (46 and 45) and washers (32 and 38) attaching the
cable pulleys (33 and 37) to the pulley bracket (34) located aft of the interior door handle
bellcrank.
(l) Remove the screws (36) and washers (35) attaching the pulley bracket (34) to the airstair
door.
(13) Remove the latch assemblies as follows:
(a) At the six outboard latch housings (11), remove the nuts (15) and washers (16) attaching
the shafts (1) and remove the shafts from the latch housings (Ref. Figure 206).
(b) At the two inboard latch housings (11), remove the nuts (15) and washers (16) attaching
the cams (17), washers (14), plates (13), spacers (12), shafts (1) and latch housings (11),
then remove the shafts from the latch housings.
(c) Remove the guide assemblies (8) and spring washers (10) from the eight latch housings.
Remove the cable retaining pin (7) and cable drums (9) from the guide assemblies.
(d) Remove the nuts (2 and 6), washers (4 and 5), mating bases (3) and bolts (18 and 19)
attaching the eight latch housings to the airstair door.
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(14) Remove the exterior door handle assembly as follows:

(a) Remove the bolts (23), washers (24 and 18), spacer (19), pulleys (17 and 20) and spacers
(15 and 16) and bracket (25) (Ref. Figure 207).
(b) Remove the cable drum (9) and arm assembly (10) from the fitting (12).
(c) Remove the bolts (11), washers (36) and screws (14) securing the door fitting (12) and
support (13).
(d) Pull the exterior door handle assembly (26) from the airstair door.
(15) Remove the interior door handle bellcrank assembly as follows:
(a) Remove the screws (8) attaching the door handle upper support (7) to the door handle
lower support (1).
(b) Remove the arm assembly (5) and bellcrank (6) from the door handle lower support (1).
(c) Remove the nut (4) if installed, screws (3) or bolt (3A) and washers (2) attaching the door
handle lower support (1) to the airstair door and remove the door handle lower support
B. Installation
NOTE: Use adhesive (10, 11 or 15, Table 2, 52-00-00) in accordance with manufacturer's
instructions.
(1) Install the interior door handle bellcrank assembly as follows:

(a) Attach the door handle lower support (1) to the airstair door with the screws (3) or bolt (3A),
washers (2) and, if installed, nuts (4) (Ref. Figure 207).
(b) Position the arm assembly (5) and bellcrank (6) between the door handle lower support (1)
and the door handle upper support (7).
(c) Install the screws (8) attaching the door handle upper support (7) to the door handle lower
support (1).
(2) Install the exterior door handle assembly as follows:
(a) Secure the door fitting (12) and support (13) with the bolts (11) and screws (14).
NOTE: Lubricate the pin (27) with silicone grease (9, Table 2, 52-00-00) prior to
installation.
(b) Align the hole in the base of the exterior door handle (26) with the hole in the support shaft
(29) and install the pin (27) securing the handle to the shaft.
(c) Position the cable drum (9) and arm assembly (10) on the fitting (12) and install screws
(28).
(d) Install the bolts (23), washers (24 and 18), spacer (19), pulleys (17 and 20), and spacers
(15 and 16) and the bracket (25).
(3) Install the latch assemblies as follows:
NOTE: Apply a coat of sealer (3, Table 2, 52-00-00) to the airstair door contact surfaces of
the latch assembly housings.
(a) Attach the eight latch housings (11) to the airstair door with the nuts (2 and 6), washers (4
and 5), mating bases (3) and bolts (18 and 19) (Ref. Figure 206).
(b) Place the shafts (1) in the two lower latch housings (11) secure with the nuts (15) and
washers (16) attaching the cams (17), washers (14), plates (13), and spacers (12).
(c) Place the six remaining shafts (1) in the six upper latch housings and secure with the nuts
(15) and washers (16).
(4) Prepare the forward upper cable assembly (approximately 83 inches long) as follows:
(a) Position the keeper nearest the threaded end of the cable assembly, 13 inches from the
threaded end of the cable assembly. Insert the keeper in the drum assembly and wrap the
cable to the center of the drum.
(b) Install the cable-wrapped drum in the guide assembly (8). Install the spring washer (10)
between the drum drive plate (13) and the guide assembly (8). Install the cable retaining
pin (7) in the guide assembly. Install the guide assembly in the forward upper latch housing
(11) with the keeper in the drum located below the cable retaining pin (7).
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(c) Position the other keeper on the cable assembly, 42.5 inches from the threaded end of the
cable assembly. Insert the keeper in the drum assembly and wrap the cable to the center
of the drum.
(d) Install the cable-wrapped drum in the guide assembly (8). Install the spring washer (10)
between the drum drive plate and the guide assembly. Install the cable retaining pin (7)
in the guide assembly. Install the guide assembly in the next lower forward upper latch
housing (11) with the keeper in the drum located below the cable retaining pin (7).
(e) Install the ball end of the forward upper cable in the outboard slot of the interior door handle
(f) Attach the forward upper cable terminal (26) to the turnbuckle barrel (25) (Ref. Figure 204).
(g) Install the turnbuckle locking clip (24).
(5) Prepare the forward lower cable assembly (approximately 71 inches long) as follows:
(a) Position the keeper nearest the threaded end of the cable assembly, 13.5 inches from the
threaded end of the cable assembly. Install the keeper in the drum assembly and wind the
between the drum drive plate and the guide assembly. Install the cable retaining pin (7) in
the guide assembly. Install the guide assembly in the forward lower latch housing (11) with
the keeper in the drum located below the cable retaining pin (7) (Ref. Figure 206).
(c) Position the other keeper on the cable assembly, 43 inches from the threaded end of the
cable assembly. Install the keeper in the drum assembly and wind the cable to the center
of the drum.
in the guide assembly. Install the guide assembly in the next forward lower latch housing
(11) with the keeper in the drum located below the cable retaining pin (7).
(e) Install the ball end of the forward lower cable in the inboard slot of the bellcrank arm (19)
for the exterior door handle assembly.
(f) Attach the forward lower cable terminal (23) to the turnbuckle barrel (25).
(g) Install the turnbuckle locking clip (24) to the turnbuckle barrel (25).
(6) Prepare the aft upper cable assembly (approximately 90.8 inches long) as follows:
(a) Position the keeper nearest the threaded end of the cable assembly, 13.5 inches from the
threaded end of the cable assembly. Install the keeper in the drum assembly and wrap the
(b) Install the cable-wrapped drum in the latch housing (11). Install the spring washer (10)
between the drum drive plate and the latch housing. Install the cable retaining pin (7) in
the guide assembly. Install the guide assembly in the aft upper latch housing (11) with the
keeper in the drum located below the cable retaining pin (7).
cable assembly. Install the keeper in the drum assembly and wrap the cable to the center
of the drum.
in the guide assembly. Install the guide assembly in the next aft upper latch housing (11)
with the keeper in the drum located below the cable retaining pin (7).
(e) Install the ball end of the aft upper cable assembly in the inboard slot of the interior door
handle bellcrank (6) (Ref. Figure 207).
(f) Attach the aft upper cable-threaded end (30) to the turnbuckle barrel (29) (Ref. Figure
204).
(g) Install the turnbuckle locking clip (28).
(7) Prepare the aft lower cable assembly (approximately 72.4 inches long) as follows:
(a) Position the keeper nearest the threaded end of the cable assembly, 14 inches from the
threaded end of the cable assembly. Install the keeper in the drum assembly and wrap the
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the guide assembly. Install the guide assembly in the upper aft lower latch housing (11) with
the keeper in the drum located below the cable retaining pin (7). Install the latch assembly
shaft (1) in the aft lower latch housing (11) (Ref. Figure 206).
cable assembly. Install the keeper in the drum assembly and wrap the cable to the center
of the drum.
the guide assembly. Install the guide assembly in the forward aft lower latch housing (11)
with the keeper in the drum located below the cable retaining pin (7).
(e) Install the ball end of the aft lower cable assembly in the outboard slot of the bellcrank arm
(19) for the exterior door handle (Ref. Figure 204).
(f) Attach threaded end of the aft lower cable assembly to the turnbuckle barrel (25).
(g) Install the ball end of forward lower cable in the inboard slot of the bellcrank (6) (Ref. Figure
207).
(h) Install the ball end of aft lower cable in the outboard slot of the bellcrank (6).
(i) Install a washer on the door handle arm assembly (5) and place the arm assembly in the
lower bearing.
(j) Position the door handle upper support (7) on the locator pins and install the attaching
screws (8).
(8) Install the pulley assemblies as follows:
(a) Attach the pulley bracket (34) to the airstair door with the screws (36) and washers (35)
(Ref. Figure 205).
(b) Attach the cable pulleys (33 and 37) to the pulley bracket (34), with the screws (46 and
45), bolts (40 and 39) and washers (32 and 38).
(c) Attach the pulley bracket (28) to the airstair door with the screws (26) and washers (27).
(d) Attach the cable pulley (29) to the pulley bracket (28), with the screws (44), bolt (31) and
washers (30).
(e) Attach the pulley bracket (23) to the airstair door with the screws (25) and washers (24).
(f) Attach the cable pulley (22) to the pulley bracket (23), with the screws (43), bolts (20) and
washers (21).
(g) Attach the pulley bracket (15) to the airstair door with the screws (17) and washers (16).
(h) Attach the cable pulley (18) to the pulley bracket (15), with the screws (42), bolt (14) and
washers (19).
(i) Attach the pulley bracket (10) to the airstair door with screws (12) and washers (11).
(j) Attach the cable pulley (13) to the pulley bracket (10), with the screws (41), bolt (9) and
washers (8).
(k) Attach the vertical pulley brackets (2) to the airstair door with the screws (4) and washers
(5).
(l) Attach the cable pulleys (3) to the four vertical pulley brackets (2) with the nuts (6), washers
(7) and bolts (1).
(9) Install the pressure lock release rod (14) and the interior door handle and link assembly and the
door handle interconnect rod assembly (7) (Ref. Figure 203) as follows:
(a) Connect the cable terminals (23, 26, 27, and 30) to the turnbuckle barrels (25 and 29),
attach the four turnbuckle locking clips (24 and 28) (Ref. Figure 204).
(b) Attach the handrail cable bracket (31) to the airstair door with the screws (33) and washers
(32).
(c) Attach the handrail post brackets (38 and 40), angles (39), and shims (36 and 37) to the
airstair door with the screws (34 and 42) and washers (35 and 41).
(d) Attach the bracket (11) to the airstair door with the screws (15) and washers (14).
NOTE: Install P/N 100951X032YP washers (7 and 9) as required to provide 0.016

inch between the bracket and interior door handle.
(e) Attach the interior door handle (4) to the bracket (11) with the nut (17), washers (7, 9, 13,
and 16), bushing (10) and bolt (12).
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(f) Attach the link assembly rod end (22) to the bellcrank arm (19) with the nut (21), washer
(20) and bolt (18).
(g) Attach the link assembly rod end (3) to the interior door handle (4) with the nut (6), washers
(2 and 5) and bolt (1).
(h) Position safety (pressure) lock assembly (20) (or replacement lock) in airstair door and dry
install with four (#30-pull Cleco) temporary fasteners (Ref. Figure 203).
(i) Check alignment, clearance and fit of safety (pressure) lock assembly.
NOTE: If blade on bolt assembly of safety (pressure) lock assembly does not align
with slot in pressure lock release rod, contact Textron Aviation Customer
Service for instructions.
1 Position pressure lock release rod (14) in support bracket (31) and install pin (15),
washer (27) and pin (28).
NOTE: The keyway opening in the actuating arm should strike the center of the
ramp on bolt assembly of safety (pressure) lock assembly. If ramp does
not align properly with keyway opening in actuating arm, contact Textron
Aviation Customer Service for instructions.
2 Ensure that ramp on bolt assembly of safety (pressure) lock assembly aligns properly
with keyway opening in actuating arm.
NOTE: If safety (pressure) lock assembly interferes with actuating arm

assembly and/or the gap is incorrect, shimming is required. Record the
measurement and determine thickness of the shim washer needed.
3 Check for interference between safety (pressure) lock assembly and actuating arm.
Ensure there is a 0.015 to 0.045 inch gap between safety (pressure) lock assembly
and actuating arm. Proceed to Step (j) if shimming is required. If shimming is not
required and there is no interference, proceed to Step (k). (Ref. Figure 208).
(j) Shim safety (pressure) lock assembly as follows:
1 Remove cotter pin (1), nut (2), washer (3) and bolt (5) attaching door interconnect
rod end (6) to exterior door handle bellcrank assembly (4) and move interconnect rod
clear of area (Ref. Figure 203).
2 Remove turnbuckle locking clips (24 and 28) and loosen forward and aft turnbuckle
barrels (25 and 29) (Ref. Figure 204).
3 Remove screws and washers attaching lower/exterior door handle bracket assembly
to forward and aft step risers (Ref. Figures 201 and 208).
4 Remove bolts, washers, spacer, pulleys and spacers and lower/exterior door handle
bracket assembly (Ref. Figure 208).
NOTE: Do not remove safety wire that secures forward and aft upper cable
assemblies to outside door handle cable drum. If safety wire is missing,
install safety wire before proceeding. Ensure that latch cables remain on
outside door handle cable drum.
5 Remove outside door handle cable drum and arm assembly from outside door handle
bearing support assembly.
NOTE: Ensure that ball end of forward upper cable assembly is in outboard slot
(when airstair door is open) and ball end of aft upper cable assembly is in
inboard slot of exterior door handle bellcrank.
6 Position outside door handle cable drum, arm assembly and shim washer(s) (required
thickness determined in Step (i) 3 on outside door handle bearing support assembly
and install screws.
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7 Install both bolts with washers, lower/exterior door handle bracket assembly, washer,
spacer, pulleys and spacers into nut inserts in airstair door.
NOTE: The 0.015 to 0.045 inch dimension shown in Figure 208 must be
maintained.
8 Check for interference between the safety (pressure) lock assembly and actuating
arm. Ensure there is a 0.015 to 0.045 inch gap between safety (pressure) lock
assembly and actuating arm. If interference still exists and/or the gap is incorrect,
repeat this procedure starting with Step (3).
9 Assemble and install bolts, washers, spacer, pulleys and spacers and lower/exterior
door handle bracket assembly.
10 Install screws and washers attaching lower/exterior door handle bracket assembly to
forward and aft step risers (Ref. Figures 201 and 208).
11 Perform the AIRSTAIR DOOR RIGGING procedure (Ref. 52-10-00).
12 Position upholstery aft cover panel (6) on airstair door and attach with screws and
washers (Ref. Figure 201).
13 Attach door handle interconnect rod end (6) to the exterior door handle bellcrank (4)
with bolt (5) washer (3) nut (2) and cotter pin (1) (Ref. Figure 203).
(k) Remove the four (#30-pull Cleco) temporary fasteners and remove safety (pressure) lock
assembly (20) from the airstair door.
CAUTION: Ensure button hole and drain holes remain clear of obstructions
on the outside of airstair door. Ensure that any plug(s) installed
in drain hole(s) of safety (pressure) lock assembly are removed
prior to installation of lock assembly.
(l) Carefully apply sealant (13, Table 2, 52-00-00), or equivalent) to safety (pressure) lock
assembly (20), around the edge where lock assembly contacts inside surface of airstair
door.
(m) Position safety (pressure) lock assembly (20) in airstair door and install four (NAS1399D4-
2/CR3242-4-2) blind rivets (14). Refer to the Model 1900 Airliner Series Structural Repair
Manual, Chapter 51-40-02.
(n) Check outside of door at button hole and drain holes for excess sealant and clean as
required.
(o) Check for interference between safety (pressure) lock assembly and actuating arm. Ensure
there is a 0.015 to 0.045 inch gap between safety (pressure) lock assembly and actuating
arm (Ref. Figure 208). If interference exists and/or the gap is incorrect, shim as required
per Step (j).
(p) Attach pressure lock release rod (14) to safety (pressure) lock assembly with pin (24),
washer (25) and cotter pin (26) (Ref. Figure 203).
(q) Position airstair door upholstery forward cover panel (8) on airstair door (Ref. Figure 201).
Ensure pressure lock release rod (14) "button" remains outside the "Push Button and Hold"
placard while unlatching door. If necessary, replace pressure lock release rod (Ref. Figure
203).
(r) Attach airstair door forward upholstery forward cover panel to airstair door with mounting
screws and washers.
(s) Using one hand pump, lubricate safety (pressure) lock assembly at grease fitting with
grease (14, Table 2, 52-00-00).
(t) Position switch brackets (18 and 21) on airstair door and install mounting screws (16 and
23) and washers (17 and 22).
(u) Install door handle position/safety lock switches (3) and secure with screws (4), washers
(2), and nuts (1) (Ref. Figure 202).
(v) Connect electrical connectors for airstair warning switches located under doorsill step
adjacent to door hinge.
NOTE: Lock and unlock door through at least 5 cycles to check operation.
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(w) Connect airplane battery and perform AIRSTAIR DOOR SWITCHES ADJUSTMENT
(x) Touch up paint as required (Ref. Chapter 20-08-00).
(y) Lubricate airstair door (Ref. Chapter 12-20-00).
(z) Attach the handle position switch brackets (18 and 21) to the airstair door with the screws
(16 and 23) and washers (17 and 22).
(aa) Attach the door handle interconnect rod end (8) to the interior door handle bellcrank arm
assembly (10) with the cotter pin (13), nut (12), washer (11) and bolts (9).
(ab) Attach the door handle interconnect rod end (6) to the exterior door handle bellcrank arm
assembly (4) with the cotter pin (1), nut (2), washer (3) and bolt (5).
(ac) Attach the safety (pressure) lock assembly (20) to the airstair door with rivets (19) (Ref.
Figure 203, Detail D).
(ad) Attach the rod support bracket (31) to the airstair door with the screws (29) and washers
(30).
(ae) Attach the pressure lock release rod (14) to the support bracket (31) with the pin (15),
washer (30) and cotter pin (30).
(af) Attach the pressure lock release rod (14) to the pressure lock assembly (20) with the pin
(24), washer (25) and cotter pin (26).
(10) Install the electrical wire harness for the airstair door as follows:
(a) Attach the door handle position/safety lock switches (3) to the brackets (18 and 21), with
the nuts (1), washers (10), and screws (4) (Ref. Figures 202 and 203).
(b) Attach the door open switch (6) and bracket (5) to the airstair door with the screws (8) and
washers (7) (Ref. Figure 202).
(c) Attach the door open switch cover (9) with the screws (11) and washers (10).
(d) Attach the electrical wire harness to the airstair door with the wire ties.
(e) Connect the electric wire harness to the door handle position/safety lock switch (3) and at
the door open switch (6) located at the top center of the airstair door.
(f) Connect the wire harness at the cam switches (13) attached to the latch assemblies (12)
forward and aft of the airstair door exterior handle assembly.
(11) Connect the airstair door step light assembly wire harness as follows:
(a) Attach the step assembly brackets (11) to the airstair door (1) with the screws (9) and
washers (10) (Ref. Figure 201).
(b) Attach the bottom step support (7) to the airstair door with the screws and washers.
(c) Attach the support bracket (25), for the exterior door handle to the step supports (12) with
the screws (22), and washers (21) (Ref. Figure 207).
(d) Connect the electric wire harness to the airstair door step light assemblies (5) (Ref. Figure
201).
(12) Install the airstair door upholstery panels as follows:
(a) Attach the step pads (3) to the step support (12) with the screws (2).
(b) Attach the aft and forward upholstery panels (6 and 8), located along the side of the step
support (12), with the screws and washers.
(13) Replace the instruction placards and plates as follows:
(a) Replace the luminescent airstair door instruction placard located inboard of the interior
handle.
(b) Replace airstair door instructions plate located below the second step.
(c) Replace airstair door instructions and warning placard, located forward of the interior
handle.
(14) Install the airstair door (Ref. 52-10-00).
2. Airstair Door Exterior Handle Assembly

A. Removal
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Airstair Door Steps

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Airstair Door Electrical Switches

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Airstair Door Pressure Lock and Handle Interconnect Rod

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Airstair Door Cable and Interior Handle

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Airstair Door Cable Pulley and Brackets

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Airstair Door Latch Assemblies

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Airstair Door Interior and Exterior Handle Bellcranks

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Airstair Door Interior and Exterior Handle Bellcranks

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Airstair Door Lower/Exterior Door Handle Latch Mechanism Installation

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(2) Remove screws (2) from the top two step pads (3) and remove the step pads (Ref. Figure 201).
NOTE: Bolts (11) and washers (36) will stay captured in the airstair door (Ref. Figure 207,
Sheet 1).
Ensure the arm assembly (10) does not contact the bolts (11) while being moved. Varying
the position of the arm assembly (10) will allow access to the bolts (11).
(3) Remove the bolts (11) and washers (36) securing the door exterior handle assembly (26).
NOTE: The exterior handle assembly (26) has sealant between the support (13) and the
airstair door.
(4) Remove the exterior handle assembly (26) from the airstair door.
B. Installation
(1) Remove all sealant from the exterior handle assembly (26) mounting area of the airstair door
and the bottom of the support (13) (Ref. Figure 207, Sheet 1).
(2) Apply a thin layer of sealant (13, Table 2, 52-00-00).
(3) Insert the exterior handle assembly (26) into the airstair door.
NOTE: Bolts (11) and washers (36) will stay captured in the airstair door.
Ensure the arm assembly (10) does not contact the bolts (11) while being moved. Varying
the position of the arm assembly (10) will allow access to the bolts (11).
(4) Install the bolts (11) and washers (36) securing the exterior handle assembly (26).
(5) Position the top two step pads (3) and install screws (2) (Ref. Figure 201).
(6) Close the airstair door.

C. Tear Down
(1) Perform the AIRSTAIR DOOR EXTERIOR HANDLE ASSEMBLY REMOVAL procedure in this
section.
NOTE: Locking the lock assembly (32) prior to tear down will assist in alignment during
build up (Ref. Figure 207, Sheet 1).
(2) Remove retaining ring (33) and remove washer (34), spacer (35) and support (13) from the
exterior handle assembly (26).
(3) Remove roll pin (27) and shaft (29).
(4) Inspect and replace all worn parts.
D. Build Up
NOTE: If installing a new exterior handle (26) or shaft (29) a hole for the roll pin (27) may
need to be drilled (Ref. Figure 207, Sheet 1).
(2) Install shaft (29) and roll pin (27) in to the exterior handle assembly (26).
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WARNING: The retaining ring (33) should not be over expanded during
installation, this could lead to ring failure. If the retaining
ring (33) has play between the groove diameter and the inside
diameter of the retaining ring (33) it has been over expanded
and should be replaced.
(3) Install support (13), spacer (35), washer (34) and retaining ring (33) on the exterior handle
assembly (26).
(4) Perform the AIRSTAIR DOOR EXTERIOR HANDLE ASSEMBLY INSTALLATION procedure in
this section.
3. Lock Assembly
A. Removal
(1) Perform the AIRSTAIR DOOR EXTERIOR HANDLE ASSEMBLY REMOVAL procedure in this
section.
(2) Perform the AIRSTAIR DOOR EXTERIOR HANDLE ASSEMBLY TEAR DOWN procedure in
this section.
(3) Insert the key into the lock assembly (32) (Ref. Figure 207, Sheet 1).
NOTE: The lock assembly (32) spring loaded keeper is accessed through a hole in the
The correct alignment to depress the spring loaded keeper may require a few tries.
(4) Insert the key into the lock assembly (32), insert a scribe or equivalent through the access hole in
the exterior handle assembly (26). Rotate the lock assembly (32) until the spring loaded keeper
is depressed and remove the lock assembly (32).
(5) Remove the adapter (31).
(6) Remove the pin (30).
B. Installation
NOTE: Apply a small amount of grease (9, Table 2, 52-00-00) to the pin (30), adaptor (31)
and the bottom of the lock assembly (32) prior to installation.
(1) Insert pin (30) into the exterior handle assembly (26) (Ref. Figure 207, Sheet 1).
(2) Insert the adapter (31) into the exterior handle assembly (26). Ensure the shaft of the adapter
is aligned with the slot in the pin (30).
(3) Insert the key into the lock assembly (32).
(4) Depress the spring loaded keeper and insert the lock assembly in to the exterior handle assembly
(26) until the spring loaded keeper locks into place.
(5) Perform the AIRSTAIR DOOR EXTERIOR HANDLE ASSEMBLY BUILD UP procedure in this
section.
(6) Perform the AIRSTAIR DOOR EXTERIOR HANDLE ASSEMBLY INSTALLATION procedure in
this section.
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AIRSTAIR AND CARGO DOOR HINGE - MAINTENANCE PRACTICES
1. Airstair Door Hinge

A. Inspection
(1) Remove airstair door (Ref. 52-10-00).
(2) Measure hinge lug wall thickness of each half attached to the applicable door and fuselage.
(3) If lug thickness is less than 0.109 inch replace the hinge.
NOTE: If the hinge is being replaced, the factory installed hinge used NAS1739B5
rivets in 0.176 to 0.180 inch diameter holes. If an oversized or elongated hole
is encountered, use NAS9303B6 rivets in 0.192 to 0.186 inch diameter holes.
If additional oversized (larger than above) rivets are required on subsequent
replacement, use NAS9305B6 or NAS1739B6 rivets in 0.205 to 0.209 inch diameter
holes. Countersink the holes to 105° x 0.353 inch diameter.
(4) Measure the diameter of the hinge pin.

(5) If the hinge pin diameter is less that 0.126 inch replace the pin.
(6) Install the airstair door (Ref. 52-10-00).
2. Cargo Door Hinge Pin

A. Inspection
(1) Remove cargo door (Ref. 52-30-00).
(2) Measure hinge lug wall thickness of each half attached to the applicable door and fuselage.
(3) If lug thickness is less than 0.109 inch replace the hinge.
NOTE: If the hinge is being replaced, the factory installed hinge used NAS1739B5
rivets in 0.176 to 0.180 inch diameter holes. If an oversized or elongated hole
is encountered, use NAS9303B6 rivets in 0.192 to 0.186 inch diameter holes.
If additional oversized (larger than above) rivets are required on subsequent
replacement, use NAS9305B6 or NAS1739B6 rivets in 0.205 to 0.209 inch diameter
holes. Countersink the holes to 105° x 0.353 inch diameter.
(4) Measure the diameter of the hinge pin.

(5) If the hinge pin diameter is less that 0.126 inch replace the pin.
(6) Install the cargo door (Ref. 52-30-00).
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EMERGENCY EXIT - MAINTENANCE PRACTICES
1. Emergency Exit Door

A. Removal
To remove the emergency exit door, pull the release handle inboard and lift up on the door.
CAUTION: Never open the emergency exit door when the cabin is pressurized.
B. Installation
(1) To install the door, place the lower edge of the door to the outboard side of the two adjustable
lugs on the lower exit frame.
(2) Connect the electrical plug and push the top of the door upward and inward.
(3) Push the handle in until the latches have closed completely.
NOTE: When installing a new emergency exit door, the adjustable side lugs have to be
adjusted with the cabin pressurization on. This must be done to achieve proper
matching of the door with the airplane contour. Rig the latching mechanism as
instructed in this Chapter.
C. Rigging
(1) Adjust the interior handle-to-bell crank rod end assembly as required for the pins to securely
engage the striker plates.
(2) Adjust the striker plates until the contour of the emergency exit door skin and the fuselage skin
is flush.
CAUTION: Never open the emergency exit door when the cabin is pressurized.
(3) With the airplane pressurized, adjust the adjustable side lugs until the emergency exit door skin
is flush. The emergency exit door skin may be 0.060 inch under the contour of the fuselage but
must not extend past the skin contour of the fuselage.
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EMERGENCY EXIT - MAINTENANCE PRACTICES
1. Latch Mechanism
A. Removal
NOTE: The following instructions apply after the emergency exit door has been removed from
the airplane.
(1) Perform the EMERGENCY EXIT DOOR REMOVAL procedure (Ref. 52-20-00).
(2) Perform the ESCAPE HATCH UPHOLSTERY REMOVAL procedure (Ref. Chapter 25-20-03).
(3) Remove screws (91) attaching EXIT-PULL sign (60) to door handle (90) and remove the sign
from the door handle (Ref. Figure 201).
(4) Remove nut (59), washer (58), spacers (56 and 92) and bolt (88) securing rod end (57) to
emergency exit door handle (90).
(5) Remove set screw (89) and shaft (87) attaching emergency exit door handle (90) and remove
the door handle from the emergency exit door.
(6) Remove nut (55), washer (54), spacers (93 and 95) and bolt (51) attaching rod end (94) to bell
crank (52) and remove the rod end assembly from the emergency exit door.
(7) Remove cotter pin (31), washers (32 and 34), pin (35) and remove the latch pin (33) from the
guide (not shown).
(8) Remove cotter pin (28), washers (27 and 39), and pin (40), rod (38) and remove the rod.
(9) Remove cotter pin (18), washers (14 and 17), pin (13) and remove the latch pin (16) from guide
(15).
(10) Remove the cotter pin (24), washers (23 and 42), pin (43) and remove rod (21).
(11) Disconnect spring (5) attached to arm (10) and remove spring (5).
(12) Remove spring pin (9) attaching arm (10) to shaft (4).
(13) Remove spring pin (41) attaching bell crank (25) to shaft (4).
(14) Remove spring pin (53) attaching bell crank (52) to shaft (4).
(15) Remove spring pin (79) attaching cam assembly (66) to shaft (4).
(16) Remove spring (72) from exterior handle (76) and hook (71).
(17) Slide shaft (4) up and out of the emergency exit door.
(18) Remove coupling (78) from shaft (4).
(19) Remove bolt (67) and washer (68).
NOTE: Note the position and number of washers (69 and 73) to facilitate assembly.
(20) Remove hook (71), bushing (70) and washers (69 and 73).
(21) Remove exterior handle (76) from the emergency exit door.
(22) Remove cotter pins (80) and washers (64 and 65) and remove pins (62 and 86) attaching the
roller assembly and spring (96) to bracket (63).
(23) Remove cotter pin (81) and washer (83) and remove pin (85) attaching roller (82) to fork (84).
B. Installation
(1) Position roller (82) in fork (84) and install pin (85) through fork (84) and roller (82) and install
washer (83) and cotter pin (81) (Ref. Figure 201).
(2) Position roller fork (84) and spring (96) in bracket (63) and install pins (62 and 86), washers (64
and 65) and cotter pins (80).
(3) Insert shaft (4) through arm (10), bearing (1), hub (2), bell crank (25), bracket (30), bell crank
(52), bulkhead and cam (66).
(4) Lubricate the inner core of coupling (78) with lubricant (7, Table 2, 52-00-00).
WARNING: Installing coupling (78) upside down will cause the door to be
non functional from the inside.
(5) Install coupling (78) on shaft (4) with the 135° tab (operated by the interior handle) up and the
160° tab (operated by the exterior handle) down.
(6) Lubricate the inner core of exterior door handle (76) with lubricant (7, Table 2, 52-00-00).
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(7) Position exterior door handle (76) on bearing (75), hub (74) and slide coupling (78) down through
grommet (77) into exterior door handle (76).
(8) Lubricate the inner core of hook (71) with lubricant (7, Table 2, 52-00-00).
NOTE: Install washers (69 and 73) on the top and bottom of hook (71) to align the hook
and exterior door handle (76).
(9) Position hook (71) on the bracket and install bushing (70), washers (68, 69 and 73) and bolt (67).
NOTE: Safety all spring pins with P/N MS20995C32 safety wire.
(10) Install spring pin (9) through arm (10) and shaft (4).
(11) Install spring pin (41) through bell crank (25) and shaft (4).
(12) Install spring pin (53) through bell crank (52) and shaft (4).
(13) Install spring pin (79) through cam (66) and shaft (4).
(14) Connect spring (5) to top arm assembly (10) and the spring attach bracket (not shown).
(15) Apply a light coat of oil (6, Table 2, 52-00-00) on pins (35 and 40).
(16) Apply a light coat of lubricant (7, Table 2, 52-00-00) to the inner core of the guide.
(17) Install latch pin (33) in the guide and install pins (35 and 40), washers (27, 32, 34 and 39), and
cotter pins (28 and 31) attaching forward rod assembly (38) to latch pin (33) and bell crank (25).
(18) Apply a light coat of oil (6, Table 2, 52-00-00) on pins (13 and 43).
(19) Lubricate the inner core of guide (15) with lubricant (7, Table 2, 52-00-00).
(20) Install latch pin (16) in guide (15) and install pins (13 and 43), washers (14, 17, 23 and 42) and
cotter pins (18 and 24) attaching aft rod assembly (21) to latch pin (16) and bell crank (25).
(21) Position rod end (94) in bell crank (52) and insert bolt (51), through bell crank (52), spacer (95),
rod end (94), spacer (93) and bell crank. Apply Loctite 242 (8, Table 2, 52-00-00) to the threads
of the bolt (51) and install washer (54) and nut (55).
(22) Lubricate the inner core of bracket (61) with lubricant (7, Table 2, 52-00-00).
(23) Align interior handle (90) with bracket (61) and install shaft (87) through the bracket and door
handle. Install set screw (89) in the door handle.
(24) Position rod end (57) in door handle (90) and insert bolt (88) through the interior handle forward
flange, spacer (92), rod end (57), spacer (56) and the door handle aft flange. Install washer (58)
and nut (59) on bolt (88).
(25) Using screws (91), install EXIT-PULL sign (60) on emergency exit door handle (4).
(26) Perform the EMERGENCY EXIT DOOR RIGGING procedure (Ref. 52-20-00).
WARNING: The interior handle (90) will operate properly with the
coupling (78) installed upside down if the exterior handle
(76) is not closed/stowed. The exterior handle (76) must be
closed/stowed prior to verifying the interior handle operation.
NOTE: The exterior handle will only release/open the door and must be closed/stowed
before securing the door in place.
(27) Fully remove and install the emergency exit door at least three times with the exterior and interior
handles. Push and pull on the door to confirm security.
(28) Perform the ESCAPE HATCH UPHOLSTERY INSTALLATION procedure (Ref. Chapter 25-20-
03).
(29) Perform the EMERGENCY EXIT DOOR INSTALLATION procedure (Ref. 52-20-00).
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Emergency Exit Door Latch Mechanism

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EMERGENCY EXIT DOOR SEAL - MAINTENANCE PRACTICES
1. Emergency Exit Door Seal

A. Removal
(1) Using a flat piece of Plexiglas with a sharpened end, remove the old seal from the emergency
exit door.
(2) Using methyl propyl ketone, remove any traces of the old adhesive from the emergency exit door.
Using methyl propyl ketone on a clean damp cloth, clean the flat side of the new emergency exit
door seal.
B. Installation
(1) Apply a thin layer of adhesive (5, Table 2, 52-00-00) on the edge of the emergency exit door.
(2) Apply a thin layer of adhesive (5, Table 2, 52-00-00) on the flat edge of the new emergency exit
door seal.
(3) Allow the adhesive to set until tacky to the touch.
(4) Place the center of the new emergency exit door seal on the adhesive on the emergency exit
door upper frame center.
(5) Continue placing the new emergency exit door seal around the emergency exit door frame on
the adhesive, working toward the emergency exit door lower frame center.
(6) Place the one end of the new emergency exit door seal on top of the opposite end and trim even
with a sharp knife.
(7) Apply adhesive to each of the trimmed ends and push the ends together.
(8) Allow the adhesive to set to the manufacturer's recommendations.
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CARGO DOOR - MAINTENANCE PRACTICES
1. Cargo Door
A. Removal
(1) Open the cargo door and provide adequate support to maintain it in the open position when the
counterbalance rods and gas springs are removed (Ref. Figure 201).
(2) Remove the retaining clips and detach the two counterbalance rods connected to the ball studs
attached to the forward and aft door surfaces and door frames.
(3) Remove the retaining clips and disconnect the gas springs at the ball studs on the door frame.
NOTE: If a new cargo door is to be installed, remove the gas springs from the old cargo door
by removing the bolt and nut that retain the gas springs in the slide block assemblies.
(4) Disconnect the cargo door electrical connector at the upper fuselage door frame.
NOTE: If the door stabilizer was used during the counterbalance rod and gas spring
removal, it must be removed and alternate door support provided prior to removing
the door hinge pin.
(5) Remove the screws attaching the cargo door hinge pin retainers at each end of the hinge pin
and remove the hinge pin retainers.
(6) Support the forward and aft portions of the cargo door.
(7) Remove the cargo door hinge pin from the hinge halves and carefully remove the cargo door.
B. Installation
NOTE: If necessary, lubricate the cargo door latching mechanism as shown on the Lubrication
Table in Chapter 12-20-00.
(1) Carefully move the cargo door into position, mate the hinge halves, and install the hinge pin
(Ref. Figure 201).
(2) Using the attaching screws, install the cargo door hinge pin retainers at each end of the hinge
pin.
(3) Install the cargo door stabilizer aid (1, Table 1, 52-00-00).
(4) Install the two counterbalance rod ends over the cargo door mounted ball studs and install the
retaining clips.
NOTE: If the gas springs were removed from the cargo door, position them in the slide
block assemblies and install the bolt, washer and nut.
(5) Install the two cargo door mounted gas spring ends over the door frame mounted ball studs and
install the retaining clips.
(6) Connect the cargo door electrical connector at the upper fuselage door frame.
(7) With electrical power ON, and the cargo door closed and latched check that the CARGO DOOR
annunciator light is extinguished.
C. Prerigging
The following cargo door rigging instructions may be accomplished with the cargo door on a work
bench or installed on the airplane in the open position:
(1) Remove the cargo door upholstery panels and cable covers.
(2) Place the cargo door latching handle in the closed and locked position.
(3) Adjust the latching mechanism pushrod so that the untapered shoulder (0.5 inch O.D.) of each
latch pin extends a minimum of 0.15 inch beyond its respective bracket as shown in Detail B,
Figure 202. Shim the pin with AN960-616 or AN960-616L washers as necessary to obtain this
dimension.
(4) Place the cargo door latching handle in the unlocked position and adjust the latch pins until each
pin clears the bracket as shown in Detail B, Figure 202.
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(5) adjust the latch handle stop bolt as required to attain 85.30 degrees of handle travel from lock to
stop while maintaining the lock pin clearances as previously noted (Ref. Detail C, Figure 202).
(6) Install the door latch cable drum on the door with the cable slot in the drum (where the cable
originates) on the inboard side of the latch housing. This is a starting point only and is not
absolute, as this position may change with further rigging (Ref. Detail D, Figure 202).
(7) Rig the cables with the turnbuckles (Ref. Detail E, Figure 202) as indicated in the Cable Tension
Graph (Ref. Figure 203).
(8) Install locking clips in the turnbuckle as shown in Detail E, Figure 202 and safety as instructed
in Chapter 20-07-00.
CAUTION: Anytime the camlock shafts are repositioned with respect to the
cable drums, the latch cams must be indexed to the camlock shaft
to ensure full travel of the latch handle.
(9) With the latch handle in the fully open position, insert the splines of each camlock shaft in the
splines of its respective cable drum so that the cutout in the latch face is centered with respect
to the arc made by the latch when the door is closing as indicated in Detail F, Figure 202.
(10) Engage the splines of each latch cam (Ref. Detail D, Figure 202) with the splines on the small
end of the camlock shaft so that the cam just contacts its stop pin. On the top latch on each side
of the door where the electrical switches are located, back the cam off one spline from the point
where it contacts the stop pin, then install the washer and nut securing it in place.
NOTE: If the preceding Steps were performed with the door off the airplane, it must now be
installed before proceeding with the rigging procedures.
2. Cargo Door Latching Mechanism

A. Adjustment
NOTE: Ensure that the prerigging requirements are complied with before performing this
procedure.
The cargo door counterbalance assemblies must be disconnected and the cargo door seal
removed before these instructions are performed.
(1) Disconnect the cargo door latch mechanism pushrod (Ref. Detail A, Figure 201) from the latch
pin guide tube, and tie the rod back out of the way.
(2) Manually engage the latch pins (Ref. Detail B, Figure 202) to hold the cargo door in the closed
position.
(3) With the door closed and held in place by the bottom latch pins, adjust each camlock latch post
on the side of the door frame so that the post maintains a clearance of 0.062 inch with the face
of the camlock latch. When the camlock latch is in the latched position as shown in Detail H,
Figure 202, shim the post as necessary with P/N 101-514033-1 laminated washers to obtain
proper clearance.
(4) With the door closed and held in place by the bottom latch pins, adjust each latch post on the
side of the door frame until the post's point of contact with the latch face of the camlock shaft
aligns with the closing arc made by the latch when the door is fully closed as shown in Detail
G, Figure 202. To make this adjustment, rotate the eccentric bushing, in conjunction with the
eccentric latch post, until the post is properly aligned with the latch, then tighten and torque the
nut to 290 to 410 inch-pounds. Safety the nut securing the post in place. A special latch post
wrench (2, Table 1, 52-00-00) will facilitate the eccentric bushing adjustment.
NOTE: Coating the latch post with blue dykem (2, Table 2, 52-00-00), or equivalent, will
facilitate pin pointing the camlock area of contact with the face of the latch post as
shown in Detail G, Figure 201.
(5) With the door latch handle in the closed and latched position, align the orange grooves on the
camlock latch assemblies with the slots on the indicator assemblies mounted on the door frame
(Ref. Detail I, Figure 202).
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(6) Connect the door latching mechanism pushrod.

(7) With the door in the closed and latched position, align the pointer on the latching pin guide rod
with the orange stripe on the target (Ref. Detail J, Figure 202).
(8) Adjust the eccentric bushing (Ref. Detail K, Figure 202) of the roller guide assembly in the door
frame on each side of the cargo door adjacent to the upper latches until the roller just contacts
the guide bracket on the door when the door is fully latched. After the roller is properly positioned
on the door frame with respect to the guide bracket on the door, tighten the nut securing the roller
guide in place.
(9) Center the cargo door lower latch mechanism with the lower doorsill lugs and adjust the
alignment roller striker plate with shims (P/N 101-514190-11) as required to obtain a clearance
of 0.03 to 0.06 inch between the striker and the roller (Ref. Detail L, Figure 202).
(10) Close the door and check that the camlock latches on the sides of the cargo door and the bottom
latches operate properly when actuated by the latching handle.
(11) Adjust the doorsill, lower latch, lower latch handle, rotary handle, and forward and aft latch
switches as necessary to ensure that the cabin door warning system functions properly.
(12) Work the door seal into the retainer channel around the perimeter of the cargo door with a tongue
depressor or its equivalent.
(13) Connect the counterbalance and gas spring assemblies and secure them with the retaining clips.
(14) Check the latch mechanism for proper operation in the open and closed positions.
(15) With the door properly rigged and the door seal in place, the maximum torque indication at the
handle should not exceed 250 inch-pounds from open to closed.
(16) Install the upholstery panels and cable covers.
3. Cargo Door Exterior Handle Assembly

A. Removal
(1) Open the cargo door.
(2) Remove the cargo door upholstery panels.
(3) Remove the key ring (21) from the safety latch assembly (3) (Ref. Figure 204).
(4) Remove the support assembly (31) by removing the screws (1, 19 and 20).
(5) Remove cotter pins (25), nuts (24), washers (23) and bolts (22). Discard cotter pins (25).
(6) Remove cotter pin (29), nut (28), washer (27) and bolt (26). Discard cotter pin (29).
NOTE: Guide assembly (33) will remain attached to the push rod and stay with the airplane.
(7) Remove the shaft (30) and guide assemblies (32, 33 and 34).
NOTE: The two longer bolts (15) go in the ten o'clock and two o'clock position on the
support assembly. The shorter bolt (17) goes in the six o'clock position.
Ensure the handle (2) and drum assembly (18) does not contact the bolts (15 or 17) while
being moved. Varying the position of the handle (2) and drum assembly (18) will
allow access to the bolts (15 and 17).
(8) Remove two bolts (longer) (15), washers (14), one bolt (shorter) (17) and washer (16) securing
the exterior handle assembly (7) to the cargo door.
NOTE: The exterior handle assembly (7) has sealant between the support (5) and the
cargo door.
(9) Remove the exterior handle assembly (7) from the cargo door.
B. Installation
(1) Remove all sealant from the exterior handle assembly (7) mounting area of the cargo door and
the bottom of the support assembly (5) (Ref. Figure 204).
(2) Apply sealant (13, Table 2, 52-00-00) to the bottom of the support assembly (5) (Ref. Figure
204).
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Cargo Door Counterbalance Rods and Gas Springs

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Cargo Door Rigging

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Cargo Door Rigging

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(3) Insert the exterior handle assembly (7) into the cargo door.
NOTE: The two longer bolts (15) go in the ten o'clock and two o'clock positions on the
support assembly. The shorter bolt (17) goes in the six o'clock position.
Ensure the handle (2) and drum assembly (18) does not contact the bolts (15 or 17) while
being moved. Varying the position of the handle (2) and drum assembly (18) will
allow installation of the bolts (15 and 17).
(4) Install two bolts (longer) (15), washers (14), one bolt (shorter) (17) and washer (16) securing the
exterior handle assembly (7) to the cargo door.
(5) Install the shaft (30) and guide assemblies (32, 33 and 34).
(6) Install bolt (26), washer (27), nut (28) and new cotter pin (29).
(7) Install bolts (22), washers (23), nuts (24) and new cotter pins (25).
(8) Install the support assembly (31) by installing the screws (1, 19 and 20).
(9) Install the key ring (21) on the safety latch assembly (3).
(10) Install the cargo door upholstery panels.
(11) Close the cargo door.

C. Tear Down
(1) Perform the CARGO DOOR EXTERIOR HANDLE ASSEMBLY REMOVAL procedure in this
section.
NOTE: Locking the lock assembly prior to tear down will assist in alignment during build
up (Ref. Figure 204).
(2) Remove retaining ring (13) and remove washer (4), spacer (12) and support (5) from the exterior
handle assembly (7).
(3) Remove roll pin (8) and shaft (6).
D. Build Up
NOTE: If installing a new exterior handle (7) or shaft (6) a hole for the roll pin (8) may need
to be drilled (Ref. Figure 204).
(2) Install shaft (6) and roll pin (8) in to the exterior handle assembly (7).
WARNING: The retaining ring (13) should not be over expanded during
installation, this could lead to ring failure. If the retaining
ring (13) has play between the groove diameter and the inside
diameter of the retaining ring (13) it has been over expanded
and should be replaced.
(3) Install support (5), spacer (12), washer (4) and retaining ring (13) on the exterior handle assembly
(7).
(4) Perform the CARGO DOOR EXTERIOR HANDLE ASSEMBLY INSTALLATION procedure in
this section.
4. Lock Assembly
A. Removal
(1) Perform the CARGO DOOR EXTERIOR HANDLE ASSEMBLY REMOVAL procedure in this
section.
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(2) Perform the CARGO DOOR EXTERIOR HANDLE ASSEMBLY TEAR DOWN procedure in this
section.
(3) Insert the key into the lock assembly (10) (Ref. Figure 204).
NOTE: The lock assembly (10) spring loaded keeper is accessed through a hole in the
The correct alignment to depress the spring loaded keeper may require a few tries.
(4) Insert the key into the lock assembly (10), insert a scribe or equivalent through the access hole
in the exterior handle assembly (7). Rotate the lock assembly (10) until the spring loaded keeper
is depressed and remove the lock assembly (10).
(5) Remove adapter (11).
(6) Remove pin (9).
B. Installation
NOTE: Apply a small amount of grease (9, Table 2, 52-00-00) to the pin (9), adaptor (11)
and the bottom of the lock assembly (10) prior to installation.
(1) Insert pin (9) into the exterior handle assembly (7) (Ref. Figure 204).
(2) Insert adapter (11) into the exterior handle assembly (7). Ensure the shaft of the adapter is
aligned with the slot in the pin (9).
(3) Insert the key into the lock assembly (10).
(4) Depress the spring loaded keeper and insert the lock assembly in to the exterior handle assembly
until the spring loaded keeper locks into place.
(5) Perform the CARGO DOOR EXTERIOR HANDLE ASSEMBLY BUILD UP procedure in this
section.
(6) Perform the CARGO DOOR EXTERIOR HANDLE ASSEMBLY INSTALLATION procedure in
this section.
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Cargo Door Exterior Handle Installation

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CARGO DOOR COUNTERBALANCE ASSEMBLY - MAINTENANCE PRACTICES
1. Cargo Door Counterbalance Assembly

A. Replacement Criterion
Under no circumstances shall any attempt be made to service the gas spring assemblies. The
following criterion may be used to determine replacement of the gas spring assemblies:
(1) The cargo door opens sluggishly or fails to fully open.
NOTE: It should be noted that sluggish operation of the counterbalance assemblies

is normal during exceptionally cold weather and does not indicate a need for
replacement of the part.
(2) During cargo door closing, the downward force is insufficient to close the cargo door after the
counterbalance assemblies pass overcenter.
(3) Counterbalance rods are nicked or bent.
2. Cargo Door Seal

A. Replacement
(1) Close the cargo door.
(2) Remove all electrical power to the airplane. Disconnect the battery.
(3) Disconnect the electrical connector at the upper fuselage door frame.
(4) Detach the counterbalance assemblies attached to the cargo door.
(5) Open the cargo door and install the cargo door stabilizer and closing aid assembly.
(6) Index mark the cargo door seal splice at the top of the cargo door frame.
(7) Gently remove the old cargo door seal from the cargo door seal retainer.
(8) Apply a bead of adhesive (10 or 11, Table 2, 52-00-00) to the inside of the seal retainer to bond
the seal in the retainer.
(9) Starting with the seal splice located at the marked location on the cargo door frame, work the new
cargo door seal into the retainer. A tongue depressor or a thin flat strip of phenolic or Plexiglas
with a rounded end will facilitate installation. Clean off excess adhesive as necessary.
dry thoroughly.
(11) Apply a very thin coat of adhesive (10, or 11, Table 2, 52-00-00) to splice tube and carefully
insert one end of the splice tube into the seal. Repeat for other end of the seal.
NOTE: Do not close the cargo door. Allow adhesive to dry 24 hours at 77° F and 50% RH
(relative humidity). Cure time is accelerated with an increase in temperature and
humidity. Refer to the adhesive specifications.
(12) Close the cargo door after adhesive has cured.

(13) Using the counterbalance assembly retaining clips, attach the counterbalance assemblies to the
cargo door ball studs.
(14) Connect the electrical connector at the top of the door frame.
(15) Engage the cabin lights circuit breaker, with power ON, observe that the CARGO DOOR
annunciator is illuminated.
B. Repair
NOTE: This repair procedure allows repair of the bottom portion of the cargo door seal.
(1) Open the cargo door and install the cargo door stabilizer and closing aid assembly (1, Table 1,
52-00-00).
(2) Measure 12 inches up from the bottom of the door seal and place a mark on the seal on both
sides of the door.
(3) Cut the seal at the mark on both sides and carefully remove the damaged portion of the seal
from the seal retainer.
(4) Using the removed seal as a guide for length, cut the new seal to fit.
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(5) Apply a bead of adhesive (10 or 11, Table 2, 52-00-00) to the inside of the seal retainer to bond
the seal in the retainer.
(6) Starting with the seal splice on one side, work the new door seal into the retainer. A tongue
depressor or a thin flat strip of phenolic or Plexiglas with a rounded end will help facilitate
installation. Clean off excess adhesive as necessary.
dry thoroughly.
(8) Apply a very thin coat of adhesive (10, or 11, Table 2, 52-00-00) to one splice tube and carefully
insert one end of the splice tube into the old seal and the other end of the splice tube into the
end of the new seal. Repeat for the other joint.
NOTE: Do not close the cargo door. Allow adhesive to dry 24 hours at 77° F and 50% RH
(relative humidity). Cure time is accelerated with an increase in temperature and
humidity. Refer to the adhesive specifications.
(9) Close the cargo door after adhesive has cured.
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NOSE AVIONICS COMPARTMENT DOOR - MAINTENANCE PRACTICES
1. Nose Avionics Door

A. Removal
(1) Raise the nose Avionics door to the full open position.
(2) Disconnect the gas spring assembly.
(3) Remove the hinge pin and door from the airplane.
B. Installation
(1) Align the two hinge halves and install the hinge pin in the hinge halves.
(2) Connect the gas spring assembly.
(3) Lubricate all working parts of the latching system as directed in Chapter 12-20-00.
(4) Close and latch door.
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NOSE AVIONICS DOOR SEAL - MAINTENANCE PRACTICES
1. Nose Avionics Door Seal

A. Replacement
(1) Remove the old seal and wash all traces of old adhesive from the door with cleaner (1, Table 2,
52-00-00).
(2) Wash the new seal with cleaner (1, Table 2, 52-00-00) to remove the soapstone powder
preservative.
(3) Apply adhesive (5, Table 2, 52-00-00) to the edge of the door.
(4) Work the seal around the door edge in each direction from the center of the seal.
(5) Cut the outer seal as required to allow the seal to compress around the corners. Hand form the
seal to the corners to achieve a smooth fit.
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MONITORING AND OPERATION - DESCRIPTION AND OPERATION
1. General
A. Description
(1) The warning system for the cargo and cabin entrance (airstair) doors utilizes ten switches, five
on the cargo door and five on the airstair door, to indicate that all door handles and latches are
safely positioned when the doors are closed and latched. Two separate switch circuits are used
to illuminate the FWD CABIN DOOR and AFT CABIN DOOR lights in the warning annunciator
panel to indicate that the cargo and airstair doors are not properly secured.
(2) The circuits for the cargo door is wired in parallel through the doorsill, forward and aft camlock
latch, latch handle and the latch pin switches to send a signal to the annunciator fault detection
card assembly, which in turn activates the AFT CABIN DOOR light in the warning annunciator
panel to indicate that any one of the switches is not actuated. The doorsill, forward and aft
camlock latch and the latch handle switches on the airstair door are wired in the same manner
as the switches on the cargo door to illuminate the FWD CABIN DOOR light on the warning
annunciator panel.
(3) The camlock switches utilized in both circuits are actuated by a cam attached to the shaft of
the camlock latch that is rotated by the cable and handle drums; consequently, these switches
sense the rotary motion of the handle and subsequent movement of the cables when the door
is being locked or unlocked. If the cable breaks or the switch actuator or cam fails, the switch
will return to the normally closed position to indicate an unlocked condition.
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MONITORING AND OPERATION - MAINTENANCE PRACTICES
1. Airstair Door Switches Adjustment

A. Airstair Door Doorsill Switch
The airstair doorsill switch (23) is mounted in the top center of the airstair door where it can be actuated
by the fuselage airstair door frame (22) when the door is closed (Ref. Figure 202, Detail B).
(3) Remove screws (7) from airstair step pad (6 or 10) and open or remove step pad (6 or 10) (Ref.
Figure 201).
(4) Loosen the screws (26) and remove the doorsill switch cover (24) to gain access to the switch
mounting bracket (Ref. Figure 202).
NOTE: If any of the five switches in the door lock system have continuity the CABIN DOOR
light will illuminate.
(5) Test the doorsill switch (23) by performing the following Steps:
(a) With the door open rotate the door handle to the closed position.
(b) Manually actuate the doorsill switch (23) and verify the CABIN DOOR light on the warning
annunciator panel extinguishes. If the light extinguishes proceed to Step (6). If the light
does not extinguish perform the following Steps:
1 Set the BATT switch to OFF.
2 Set the EXT PWR switch to OFF.
3 Remove screws and washers (17) and remove the doorsill switch mounting bracket
(18) (Ref. Figure 203, Detail B).
4 To avoid erroneous readings, mark and disconnect the five wires from the doorsill
switch (5).
5 With the switch actuated, ensure there is continuity between the Common (C.) (7)
center terminal and the Normally Open (N.O.) (8) terminal. Ensure there is no
continuity between the Common (C.) (7) center terminal and the Normally Closed
(N.C.) (6) terminal.
6 With the switch actuated, ensure there is continuity between the Common (C.) (10)
center terminal and the Normally Open (N.O.) (9) terminal. Ensure there is no
7 With the switch not actuated ensure there is no continuity between the Common
(C.) (7) center terminal and the Normally Open (N.O.) (8) terminal. Ensure there is
8 With the switch not actuated ensure there is no continuity between the Common
(C.) (10) center terminal and the Normally Open (N.O.) (9) terminal. Ensure there is
9 If the switch fails any of these checks replace the switch.
10 If the switch passes all these checks use best shop practices and check and repair
wires between the light and the switch.
11 Repeat Step (5).
12 Attach the five wires to the doorsill switch (5) as marked in Step (5)(b)4.
13 Install the doorsill mounting bracket with screws and washers (17).
14 Set the BATT switch to ON.
15 Set the EXT PWR switch to the EXT PWR position.
(6) From inside the airplane, close and latch the airstair door.
NOTE: It is permissible to open and close the airstair door as necessary during the
adjustment process.
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(7) Adjust the doorsill switch actuator (23) in its mounting bracket using jam nuts (25). Shorten the
doorsill switch actuator (23) until the CABIN DOOR light illuminates then lengthen the doorsill
switch actuator (23) until the CABIN DOOR light extinguishes, then lengthen the doorsill switch
actuator (23) by turning the jam nuts (25) another 1.5 turns. Tighten the jam nuts (25) securing
the doorsill switch (23) in place (Ref. Figure 202).
(8) Unlatch the door and ensure the CABIN DOOR light on the warning annunciator panel illuminates
with outward movement of the door.
(9) Cycle the airstair door open and closed three times and ensure the CABIN DOOR light
extinguishes when closed and latched and illuminates with outward movement of the door.
(11) Install the doorsill switch cover (24) and tighten the screws (26).
(12) Close or Install the airstair step pad (6 or 10) and secure with screws (7) (Ref. Figure 201).
(13) Perform the REMOVE GROUND POWER procedure (Ref. Chapter 24-40-00).
B. Airstair Door Handle Switch and Pressure Lock Switch
The door handle switch (10) is mounted on a bracket located adjacent to the pressure lock of the
airstair door. The pressure lock switch (7) is also mounted on a bracket located adjacent to the
pressure lock of the airstair door shown in Detail C of Figure 202.
(3) Remove screws (7) from airstair door step pad (3) and remove the step pad (3) (Ref. Figure
201).
(4) Disconnect the forward and aft latch switch (18) electrical connectors (Ref. Figure 202).
(5) Disconnect or actuate the doorsill switch (23).
(6) Disconnect the safety lock switch (7) electrical connector.
(a) Manually actuate the door handle switch (10) and verify the cabin door light extinguishes.
If the light extinguishes proceed to Step (7). If the light does not extinguish perform the
following Steps:
1 Disconnect the door handle switch (10) connector to avoid erroneous readings.
2 With the switch actuated ensure there is continuity between the Common (C.) (15)
terminal and the Normally Open (N.O.) (14) terminal. Ensure there is no continuity
between the Common (C.) (15) terminal and the Normally Closed (N.C.) (13) terminal
(Ref. Figure 203, Detail C, D).
3 With the switch not actuated ensure there is no continuity between the Common (C.)
(15) terminal and the Normally Open (N.O.) (14) terminal. Ensure there is continuity
between the Common (C.) (15) terminal and the Normally Closed (N.C.) (13) terminal.
6 Repeat Step (6).
7 Attach the connector to the door handle switch (10) (Ref. Figure 202).
(7) While rotating the airstair door handle towards the locked position, adjust the door handle switch
(10) in the slotted mounting holes until the CABIN DOOR light on the warning annunciator panel
extinguishes when the pressure lock plunger (4) rides in the keyway (2) of the actuating arm (3)
at a point 0.04 inch or less from where the lock plunger drops into the keyhole (1) as shown in
Detail C of Figure 202.
(8) Disconnect the door handle switch (10) electrical connector and connect the safety lock switch
(7) electrical connector.
(a) With the door handle in the open position, manually pull up on the pressure lock plunger
(4) and ensure the CABIN DOOR light on the warning annunciator panel illuminates. If the
light illuminates proceed to Step (9). If the light does not illuminates perform the following
Steps:
1 Disconnect the safety lock switch (7) connector to avoid erroneous readings.
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6 Repeat Step (8).
7 Attach the connector to the safety lock switch (7) (Ref. Figure 202).
(9) Adjust the safety lock switch (7) so that it actuates, illuminating the CABIN DOOR light, when
the plunger is pulled up between 0.030 to 0.090 inch from its fully seated position. Tighten the
mounting screws securing the switch in place on the mounting bracket.
(10) Connect the door handle switch (10) electrical connector.
(11) Connect the forward and aft latch switch (18) electrical connectors.
(12) Connect or release the airstair doorsill switch (23).
(15) Install all upholstery removed to facilitate adjustment.
(16) Install the airstair door step pad (3) and secure with screws (7) (Ref. Figure 201).
C. Airstair Door Forward and Aft Latch Switch
The switch (18) is mounted on a bracket adjacent to the camlock latch (11) on each side of the airstair
door. As each latch (11) rotates, its respective switch is actuated by a cam attached to the end of the
camlock shaft opposite the latch face (Ref. Figure 202, Detail D).
(3) Remove the airstair door upholstery as required to gain access to the switches (18) mounted
adjacent to the forward and aft camlock latches shown in Detail D of Figure 202.
(4) Remove screws (7) from airstair door step pad (3) and remove the step pad (3) (Ref. Figure
201).
NOTE: If any of the five switches in the door lock system have continuity the CABIN DOOR
light will illuminate.
(5) Disconnect or actuate the doorsill switch (23) (Ref. Figure 202).
(6) Disconnect the electrical connectors from switches (7 and 10).
(7) Disconnect the electrical connector from the forward latch switch (18).
(8) Test the aft latch switch (18) by performing the following Steps:
(a) Manually actuate the aft latch switch (18) and verify the CABIN DOOR light extinguishes.
If the light extinguishes proceed to Step (9). If the light does not extinguish perform the
following Steps:
1 Disconnect the aft latch switch (18) connector to avoid erroneous readings.
6 Repeat Step (8).
7 Attach the connector to the aft latch switch (18).
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(9) While rotating the handle of the airstair door towards the locked position, adjust the aft latch
switch (18) in its slotted mounting bracket until the CABIN DOOR light is extinguished when the
pressure lock plunger (4) rides in the keyway (2) at a point 0.01 to 0.40 inch from where the
pressure lock plunger (4) drops in the keyhole (1) as shown in Detail E of Figure 202. Tighten
the mounting nuts (12) securing the switch in place in its mounting bracket.
(10) Disconnect the aft latch switch (18) electrical connector and connect the forward latch switch
electrical connector (18).
(a) Manually actuate the forward latch switch (18) and verify the CABIN DOOR light
extinguishes. If the light extinguishes proceed to Step (11). If the light does not extinguish
perform the following Steps:
1 Disconnect the forward latch switch (18) connector to avoid erroneous readings.
6 Repeat Step (10).
7 Attach the connector to the forward latch switch (18) (Ref. Figure 202).
(11) While rotating the handle of the airstair door towards the locked position, adjust the forward latch
switch (18) in its slotted mounting bracket until the CABIN DOOR light is extinguished when the
pressure lock plunger (4) rides in the keyway (2) at a point 0.01 to 0.40 inch from where the
pressure lock plunger (4) drops in the keyhole (1) as shown. Tighten the mounting nuts (12)
securing the switch in place in its mounting bracket (Detail E).
(12) Connect the electrical connector to the aft latch switch (18).
(13) Connect the electrical connector to switches (7 and 10).
(14) Connect or release the airstair doorsill switch (23).
(17) Install the airstair door step pad (3) and secure with screws (7) (Ref. Figure 201).
(18) Install the airstair door upholstery removed to facilitate switch adjustment.
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Airstair Door Assembly

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Airstair Door Switches

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Airstair Door Switch Continuity Check

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AIRSTAIR DOOR FORWARD AND AFT LATCH SWITCHES - MAINTENANCE PRACTICES
1. Airstair Door Forward and Aft Latch Switches

A. Adjustment
The switch is mounted on a bracket adjacent to the lower camlock latch on each side of the airstair
door. As each latch rotates, its respective switch is actuated by a cam attached to the end of the
camlock shaft opposite the latch face.
NOTE: The airstair door must be closed and latched so that the doorsill switch is actuated during
the following adjustments.
(1) Turn ON the battery master switch and the circuit breaker for the annunciator indicator.
(2) Remove the upholstery from the airstair door as necessary to gain access to the pressure lock
plunger and to the switches mounted adjacent to the lower forward and aft camlock latches
shown in Detail D of Figure 201.
(3) While rotating the handle of the airstair door towards the locked position, move each latch
switch in its slotted mounting bracket until the FWD CABIN DOOR light is extinguished when
the pressure lock plunger rides in the keyway at a point 0.01 to 0.40 inch from where the
plunger drops in the keyhole as shown in Detail B of Figure 201. Tighten the mounting screws
securing each switch in place at its mounting bracket.
(4) Install all upholstery removed to facilitate switch adjustment.
(5) Turn OFF the battery master switch and disengage the annunciator indicator circuit breaker.
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Airstair Door Switches

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AIRSTAIR DOOR LATCH HANDLE SWITCH AND PRESSURE LOCK SWITCH

- MAINTENANCE PRACTICES
1. Airstair Door Latch Handle Switch and Pressure Lock Switch

A. Adjustment
The latch handle switch is mounted on a bracket located aft and adjacent to the pressure lock of the
airstair door. The pressure lock switch is mounted on a bracket located forward and adjacent to the
pressure lock of the airstair door shown in Detail A of Figure 201 in Chapter 52-70-01. The airstair door
should be closed and latched so that the doorsill switch is actuated during the following adjustment.
(1) Remove the upholstery from the airstair door as necessary to gain access to the switch adjacent
to the pressure lock.
(2) Turn ON the battery master switch and engage reading lights circuit breaker.
(3) While rotating the airstair door handle towards the locked position, move the switches in the
slotted mounting holes until the FWD CABIN DOOR light on the warning annunciator panel
extinguishes when the pressure lock plunger rides in the keyway at a point 0.04 inch or less
from where the plunger drops into the keyhole as shown in Detail B and Detail C of Figure 201 in
Chapter 52-70-01. Adjust the pressure lock switch so that it closes, illuminating the FWD CABIN
DOOR light, with the plunger pulled up between 0.03 to 0.09 inch from its fully seated position.
Tighten the mounting screws securing the switch in place on the mounting bracket.
(4) Install all upholstery removed to facilitate adjustment.
(5) Turn OFF the battery master switch and disengage the cabin door and reading light circuit
breakers.
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CARGO DOOR MONITORING AND OPERATION - MAINTENANCE PRACTICES
1. Cargo Door Switch

A. Rigging Preparation
(1) Adjust the aft latch bolt switch (S2) so that it will not actuate when the latch handle is moved to
the CLOSED position (Ref Figure 201).
(2) Disconnect plugs P1 and P2 from the forward and aft latch switches (S4 and S5).
(3) Move the battery master switch to ON.
B. Adjustment
NOTE: If the door is not on the airplane, connect a 24 vdc regulated power supply to pin three of
the door wiring harness.
(1) With the door ajar sense switch (S1) in the actuated position, adjust the latch handle switch (S3)
so that CARGO DOOR annunciator is extinguished or until voltage is lost at pin 8 of the harness
plug when the handle is in the closed position. Disconnect the plug (P1) from the latch handle
switch (S3).
(2) Connect the plug (P2) to the forward latch switch (S4). With the door ajar switch in the actuated
position, adjust the forward latch switch (S4) until the CARGO DOOR annunciator is extinguished
or until power is lost at pin 8 of the cargo door wiring harness as the handle is moved to the closed
position. Disconnect the plug (P2) from the forward latch switch (S4).
(3) Connect the plug (P3) to the aft latch switch (S5). With the door ajar switch in the actuated
position, adjust the aft latch switch until the CARGO DOOR annunciator is extinguished or until
power is lost at pin 8 of the cargo door wire harness as the latch handle is moved to the closed
position. Disconnect the plug (P3) from the aft latch switch (S5).
(4) With the door ajar switch in the actuated position, adjust the aft latch bolt switch (S2) until the
CARGO DOOR annunciator is extinguished or until power is lost at pin 8 of the cargo door wire
harness as the latch handle is moving to the closed position.
(5) Connect plugs P1, P2 and P3 to their switches S3, S4 and S5.
NOTE: The cargo door must be installed on the airplane for adjustments of the door ajar
switch.
(6) With the door closed and properly latched and the CARGO DOOR annunciator illuminated or
24 vdc present at pin 8 of the cargo door wiring harness, adjust the door ajar sense switch (S1)
until the CARGO DOOR annunciator is extinguished or until power is discontinued at pin 8 of
the cargo door wire harness. Rotate the switch securing nuts one and one-half turns toward the
actuation position and tighten them in place.
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Cargo Door Switch Rigging Schematic

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CARGO DOOR DOORSILL SWITCH - MAINTENANCE PRACTICES
1. Cargo Door Doorsill Switch

A. Adjustment
The cargo door doorsill switch is mounted on the left side of the door structure where it can be actuated
by the doorsill when the cargo door is closed.
(1) Remove the lower upholstery panel from the cargo door to gain access to the switch.
(2) Turn ON the battery master switch and engage the circuit breaker for the reading lights.
(3) Loosen the locknuts and adjust the switch in its mount until the CARGO DOOR warning light on
the annunciator panel goes out when the cargo door is closed and latched. Adjust the switch in
an additional 1 and 1/2 turns. Tighten the locknuts securing the switch in place.
(4) Install the lower upholstery panel on the cargo door.
(5) Turn OFF the battery master switch and the circuit breaker for the reading light.
2. Cargo Door Latch Handle Switch

A. Adjustment
The latch handle switch is mounted on the handle support immediately aft of the handle.
(1) Turn ON the battery master switch and the circuit breaker for the reading lights.
(2) Remove upholstery as necessary to gain access to the latch handle switch.
(3) Move the switch in its slotted mounting bracket until the CARGO DOOR warning light on the
warning annunciator panel goes out as the lower handle approaches the point where the latch
handle detent begins to engage the safety latch.
(4) Install all upholstery removed to facilitate switch adjustment.
(5) Turn OFF the battery master switch and the circuit breaker for the reading lights.
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CARGO DOOR LATCH PIN SWITCH - MAINTENANCE PRACTICES
1. Cargo Door Latch Pin Switch

A. Adjustment
The latch pin switch is mounted on the door structure immediately forward of the aft latch in the lower
latch mechanism. The movement of the latch pin forward through the latch pin brackets and the lug
in the doorsill actuates this threaded-bushing-type switch when the mechanism is fully latched.
(1) Turn ON the battery master switch and engage the circuit breaker for the reading lights.
(2) Remove the upholstery in the lower aft corner of the cargo door to gain access to the switch.
(3) Place the door latch handle in the closed position.
(4) Loosen the switch mounting screws and adjust the switch until the CARGO DOOR light on the
warning annunciator panel goes out as the switch plunger is depressed against the latch pin.
(5) Tighten the screws securing the switch to its mounting bracket.
(6) Install the upholstery panels removed to facilitate switch adjustment.
(7) Turn OFF the battery master switch and the circuit breaker for the reading light.
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CHAPTER
53
FUSELAGE
BEECHCRAFT®
MAINTENANCE MANUAL

53-Title Page 1
53-00-00 Page 1 May 1/2019
53-10-00 Pages 1-2 May 1/2019
53-10-00 Page 201 May 1/2019
53-10-01 Pages 201-202 May 1/2019
53-40-00 Page 1 May 1/2019
53-40-00 Pages 201-204 May 1/2019
53-40-01 Pages 201-202 May 1/2019

MAINTENANCE MANUAL

Temporary Revision
Number
BEECHCRAFT®
MAINTENANCE MANUAL
CONTENTS
FUSELAGE - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53-00-00 Page 1
Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53-00-00 Page 1
DYNAMIC VIBRATION ABSORBERS - DESCRIPTION AND OPERATION. . . . . . . . . . . . 53-10-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53-10-00 Page 1
DYNAMIC VIBRATION ABSORBERS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . 53-10-00 Page 201
Dynamic Vibration Absorber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53-10-00 Page 201
AFT PRESSURE BULKHEAD ASSEMBLY - MAINTENANCE PRACTICES . . . . . . . . . . . 53-10-01 Page 201
Aft Pressure Bulkhead Dish Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53-10-01 Page 201
ATTACH FITTINGS - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53-40-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53-40-00 Page 1
ATTACH FITTINGS - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53-40-00 Page 201
Flight Compartment Seat Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53-40-00 Page 201
Passenger Compartment Seat Track. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53-40-00 Page 201
Corrosion On The Seat Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53-40-00 Page 201
RIGHT FORWARD FLIGHT COMPARTMENT FLOORBOARD - MAINTENANCE
PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53-40-01 Page 201
Right Forward Flight Compartment Floorboard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53-40-01 Page 201
BEECHCRAFT®
MAINTENANCE MANUAL
FUSELAGE - GENERAL
1. Fuselage
The fuselage is a conventional semimonocoque construction fabricated from formers, frames, bulkheads
and keels reinforced by longerons and stringers enclosed by skin of high strength aluminum alloys. The
fuselage is fabricated and assembled as a nose/cockpit section mated with three lower panel sections
joined to the right and left clamshell sections of the cabin and terminating in the aft tail section. The wing
and tail sections attach to the major frame members designed for maximum structural integrity.
The main bulkheads are the forward pressure bulkhead (FS 84.00) and the aft pressure bulkhead (FS
557.50). The fuselage between the forward and aft pressure bulkheads forms the pressure vessel. To
minimize loss of pressurization, all skins, doors, windows and structure joints are sealed. In addition, the
plumbing, wiring and control cables pass through the pressure vessel through seals and plug connectors.
The aft section of the pressure vessel is designated as a cargo compartment and is separated from the
passenger area by a removable partition.
Various doors and access openings are provided in the pressure vessel, including access to components
beneath the floor. Location of the proper floor panel or access panel to be removed for maintenance of
individual components may be found in Chapter 06-50-00.
Accomplish all structural repair in accordance with AC43.13-1A AIRCRAFT INSPECTION AND REPAIR
MANUAL and AC43.13-2 AIRCRAFT ALTERATIONS MANUAL.
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DYNAMIC VIBRATION ABSORBERS - DESCRIPTION AND OPERATION
1. General
Dynamic vibration absorbers are installed in the forward fuselage structure for vibration and sound
reduction in the flight compartment and forward cabin area. These absorbers are installed near WL
120.00 at five locations on the left side and seven locations on the right side of the fuselage between FS
134.00 and FS 246.75 (Ref. Figure 1).
The absorbers are mounted on the airplane's frame and consist of spacers, clips, weights, and leaf
springs. The weights are secured to the leaf springs with bolts, washers, and nuts; and the leaf springs
are secured to the clips with bolts, washers, and nuts.
Twenty-four (24) absorbers, in pairs, are permanently installed on the airplane structure. At installation,
each absorber is tuned to a frequency of 104.6 ± 0.2 Hz. which is determined by a specific propeller
speed at which a vibration or noise exists.
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Dynamic Vibration Absorbers

Figure 1 (Sheet 1)
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DYNAMIC VIBRATION ABSORBERS - MAINTENANCE PRACTICES
1. Dynamic Vibration Absorber

A. Removal
NOTE: Both halves of the dynamic absorber assemblies are marked with decals that denote
the resonant frequency at which the absorber is tuned. Torque paint, applied to the
ends of the weights, leaf springs and mounting hardware, indicates any disturbance of
the weights, leaf springs, or mounting hardware. Any indication of movement requires
retuning the absorber.
(1) Remove the forward closet and forward cabin partitions as described in Chapter 25-20-02.
(2) Remove the flight compartment seats as described in Chapter 25-10-00 and the forward
passenger seats as described in Chapter 25-20-00.
(3) Remove the lower flight compartment sidewall upholstery as described in Chapter 25-10-02.
(4) Remove the upper forward window moldings, the passenger service units and the upper sidewall
panels as described in Chapter 25-20-03.
(5) Mark the location and identify each absorber assembly to ensure reinstallation of each absorber
assembly in the exact same position as removed.
(6) Remove the two nuts, washers, and bolts which secure each absorber assembly to the mounting
clips. Remove the spacers between the absorber assembly and the mounting clips as the bolts
are removed.
(7) Carefully remove the absorber assembly from the clips, taking care not to disturb the weights.
B. Tuning
Tuning of the absorbers must be performed by properly trained personnel using special equipment.
If tuning becomes necessary, contact Textron Aviation Inc. Customer Support Department for
instructions. The absorbers are tuned to a specified frequency and a bead of torque paint is applied
to the ends of the weights and leaf springs by properly trained personnel. Any breakage of the torque
seals necessitates retuning the absorber.
C. Installation
NOTE: Ensure that areas in which the spacers and leaf springs mate are free of primer. Check
cadmium plating for damage. Clean the surface and apply a new coat of cadmium plating
(per Specification QQ-P-416) in areas where damage has occurred. Check the mating
surface for a smooth, flat surface. A change in the mating surface necessitates retuning
the absorber.
WARNING: DO NOT INVERT ANY ABSORBER ASSEMBLY!

(1) Align the absorber assembly with the mating surface in the position marked during removal.
(2) Position spacers and align with holes in the clips and the absorber assembly.
(3) Secure each absorber assembly to the clips with the two bolts, washers, and nuts.
(4) After installation, check the condition of the decal indicating the absorber part number and
resonant frequency. Ensure that the decal is installed on both halves of the absorber assembly
at one end of the spring.
NOTE: Ensure that the Dynamic Vibration Absorbers do not contact insulation, wiring, or
other objects after installation.
(5) Install all flight compartment upholstery, passenger compartment upholstery, partitions and seats
as described in Chapters 25-10-00, 25-10-02, 25-20-00, 25-20-02 and 25-20-03.
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AFT PRESSURE BULKHEAD ASSEMBLY - MAINTENANCE PRACTICES
1. Aft Pressure Bulkhead Dish Assembly

A. Removal
(1) Remove the cargo compartment aft pressure bulkhead cover assembly (Ref. Chapter 25-50-00).
(2) Remove the pressure bulkhead cover assembly from the pressure bulkhead (Ref. Figure 201).
(3) Remove 49 screws and washers from the bulkhead dish and remove the dish.
B. Installation
(1) Place the dish assembly on the forward side of the aft bulkhead assembly and secure with 49
screws and washers (Ref. Figure 201).
(2) Perform the checks under HANGER GROUND TEST FOR CABIN LEAK RATE in Chapter 21-
30-00 to insure that the aft bulkhead is sealed.
(3) Place the pressure bulkhead cover assembly against the aft pressure bulkhead and slide upward
under the pressure control valve cover.
(4) Install the cargo compartment aft pressure bulkhead cover (Ref. Chapter 25-50-00).
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Aft Pressure Bulkhead Dish Assembly Installation

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ATTACH FITTINGS - DESCRIPTION AND OPERATION
1. General
A. Flight Compartment Seat Tracks
The flight compartment seats (pilot and copilot) are moveable forward and aft on tracks attached to the
floor. Lock pins are controlled by the seat occupant to adjust and secure the seat in a selected position
on the tracks. The pilot and copilot seats are equipped with support channels that are designed to
move on the tracks while preventing seat and track separation.
Four crew compartment seat tracks extend from FS 118.00 to FS 142.00 along left and right BL 11.00
and BL 21.00. Each seat track is secured to a track support with screws into nut plates on the track
support structure.
B. Passenger Compartment Seat Tracks
The passenger seats are mounted on one floor mounted seat track and one sidewall mounted seat
track in a fixed position. Movement of the seat on the tracks is necessary only during installation and
removal of the seat (Ref. Chapter 25-20-00).
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ATTACH FITTINGS - MAINTENANCE PRACTICES
1. Flight Compartment Seat Track

A. Wear Limits
Excessive wear of the seat attach components and seat tracks will cause the crew seat to become
unstable. Wear limits of the components have been established to determine when component
replacement is necessary. These components include the seat channel on the seat base, seat lock
pins and the seat tracks. The maximum wear limits are illustrated in Figure 201. Replacement of
worn parts must be accomplished if the limits are exceeded.
(1) The seat base must be replaced if measurements of the seat channel are less than the minimum
dimensions in Detail A.
(2) Replace the lock pins if the diameter is less than 0.220 inch or pin engagement into the seat
track is less than 0.11 inch as shown in Detail D.
(3) The seat tracks must be replaced if measurements of the tracks are less than the minimum
dimensions shown in Figure 201. A slight gouge in the top surface (Detail B), caused by the
lock pin, is not detrimental to the operation of the seat. The lock pin holes may be tapered in a
forward and aft direction to a maximum of 0.315 inch measured at the 0.06 inch depth to 0.270
inch at the bottom, before track replacement is necessary. The width of the lock pinholes must
not exceed 0.270 inch.
2. Passenger Compartment Seat Track

A. Wear Limits
As the seat tracks wear, their strength is reduced. Refer to Figure 202 and 203 for acceptable wear
limitations which have been established for the passenger compartment seat tracks.
If gouging or chaffing is present and the depth does not exceed the values shown in Figure 202 and
203, proceed with the following repair procedure.
• Remove any sharp edges using aluminum oxide sandpaper. Do not sand any deeper than the
initial gouge or chafe.
• Apply Alodine 1200 or 600 on any exposed surface.
If the minimum and maximum limitations shown in Figure 202 and 203 cannot be met, contact Textron
Aviation Customer Service.
3. Corrosion On The Seat Track

If corrosion is found on the seat tracks, refer to Chapter 20-09-00 for information on corrosion removal.
Inspect each seat track. Refer to Figure 202 and Figure 203 for acceptable corrosion limitations, which
have been established for the passenger compartment seat tracks.
If the minimum and maximum limitations shown in Figure 202 and Figure 203 can not be met, contact
Textron Aviation Customer Service.
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Flight Compartment Seat Track Wear Limits

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Passenger Compartment Floor Mounted Seat Track Wear Limits

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Passenger Compartment Sidewall Mounted Seat Track Wear Limits

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BEECHCRAFT®
MAINTENANCE MANUAL
RIGHT FORWARD FLIGHT COMPARTMENT FLOORBOARD - MAINTENANCE PRACTICES
1. Right Forward Flight Compartment Floorboard

A. Removal
(1) Remove the right flight compartment seat (Ref. Chapter 25-10-00).
(2) Remove the right flight compartment carpet.
(3) Remove right floorboard panel 122BT (Ref. Chapter 06-50-00).
(4) Remove the right flight compartment inboard seat track.
(5) Remove screws (8) from floorboard panel (2) (Ref. Figure 201).
(6) Remove two screws (7) attaching the forward right side of the pedestal extension (3) to the floor.
(7) Remove the right top two pieces of equipment from the pedestal extension (3).
(8) Through the pedestal extension (3), remove one screw (5) from floorboard panel (6).
(9) Remove floorboard panel (2) by sliding the panel outboard from under the pedestal extension
(3).
B. Installation
(1) Install floorboard panel (2) by sliding the panel inboard under the pedestal extension (3).
(2) Through the pedestal extension (3), install one screw (5) into the floorboard panel (6).
(3) Install screws (8) into the floorboard panel (2).
(4) Install the right top two pieces of equipment into the pedestal extension (3).
(5) Install two screws (7) attaching the forward right side of the pedestal extension (3) to the floor.
(6) Install the right flight compartment inboard seat track.
(7) Install right floorboard panel 122BT (Ref. Chapter 06-50-00).
(8) Install right flight compartment carpet.
(9) Install the right flight compartment seat (Ref. Chapter 25-10-00).
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Right Flight Compartment Inboard Floorboard Panel (122ET)

53-40-01 Page 202

CHAPTER
54
NACELLES/ PYLONS
BEECHCRAFT®
MAINTENANCE MANUAL

54-Title Page 1
54-00-00 Page 1 May 1/2019
54-10-01 Pages 201-204 May 1/2019
54-30-00 Pages 201-202 May 1/2019

MAINTENANCE MANUAL

Temporary Revision
Number
BEECHCRAFT®
MAINTENANCE MANUAL
CONTENTS
NACELLE/PYLONS - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54-00-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54-00-00 Page 1
NACELLE INNER FENDER - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . 54-10-01 Page 201
Nacelle Inner Fender (Without Kit No. 114-9801). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54-10-01 Page 201
Nacelle Inner Fender (With Kit No. 114-9801) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54-10-01 Page 201
UPPER-AFT NACELLE FAIRING - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . 54-30-00 Page 201
Upper-Aft Nacelle Fairing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54-30-00 Page 201
BEECHCRAFT®
MAINTENANCE MANUAL
NACELLE/PYLONS - GENERAL
1. General
Structural units and associated components and members which furnish a means of mounting and
housing the power plant or rotor assembly. Includes skins, longerons, belt frames, stringers, clamshells,
scuppers, doors, nacelle fillets, attach/attached fittings etc. Also includes the structure of power plant
cowling inclusive of the structural portion of the inlet whether or not integral with the airplane. Structural
portions of the exhaust system are excluded where they are not integral with the airframe.
with the applicable specification. Generic or locally manufactured products which conform to the
requirements of the specification may be used even though not included in the Tables. Only the basic

1. Sealant AC-236 Advanced Chemistry
& Technology Garden
Grove, CA 92841
AC-240 Advanced Chemistry
& Technology Garden
Grove, CA 92841
AMS-S-8802 PR-1440 B1/2 PRC/Products Research
Co. Burbank, CA 91504
WS-8020h Royal Adhesives South
Bend, IN 46628
CS3204 Chem Seal Division of
Flamemaster Corp. Sun
Valley, CA 91353
54-00-00 Page 1
BEECHCRAFT®
MAINTENANCE MANUAL
NACELLE INNER FENDER - MAINTENANCE PRACTICES
1. Nacelle Inner Fender (Without Kit No. 114-9801)

A. Removal
NOTE: Record the dimension of the up-position indicator switch (3) protruding below the
mount bracket (5) for use during installation (Ref. Figure 201).
(2) Remove the safety wire (7), remove jam nut (4) and remove up-position indicator switch (3).
(3) Remove seven bolts (6) and remove mount bracket (5).
(4) Remove all attach screws (2) from the inner fender.
(5) If brake deice system is installed, remove screw (11), washer (10), clamps (9 and 13) and
standoff (14). If no brake deice system installed, remove the patch plates (1).
(6) Remove the grommet (8) and feed the up-position indicator switch (3) and harness through the
opening.
(7) Remove the inner fender from the airplane.
B. Installation
(2) Feed the up-position indicator switch (3) and harness through the opening and install the
grommet (8) (Ref. Figure 201).
(3) Measure the distance between the fuel lines and the main landing gear up-position indicator
switch wire harness. If the distance measured is less than 1/2 inch, complete Steps (a) and (b).
(a) Using tie wraps (8, Table 2, Chapter 28-00-00), remove excess slack from the main landing
gear up-position indicator switch wire harnesses by securing the harnesses to existing wire
harnesses which route through the top of the main landing gear wheel well side panels.
(b) Ensure a minimum of 1/2 inch clearance between the main landing gear up-position
indicator switch wire harnesses and all tubing located in the main landing gear wheel
wells.
(4) Position the inner fender and install all attach screws (2).
(5) If brake deice system is installed, install standoff (14), clamps (9 and 13), washer (10) and screw
(11). If no brake deice system installed, install patch plates (1).
(6) Install the mount bracket (5) using seven bolts (6).
NOTE: Use the dimensions noted during removal when installing the up-position indicator
switch (3).
(7) Install up-position indicator switch (3) in the mount bracket (5). Adjust the up-position indicator
switch (3) to the dimensions noted during removal, install the jam nut (4) and safety wire (7).
(8) Perform the MAIN OR NOSE LANDING GEAR UP-POSITION INDICATOR SWITCH
ADJUSTMENT procedure (Ref. Chapter 32-60-00).
2. Nacelle Inner Fender (With Kit No. 114-9801)

A. Removal
(2) Remove the sealant along the split line of the upper and lower half.
(3) Remove the upper half as follows:
(a) Remove all attach screws (2) (Ref. Figure 202).
(b) If brake deice system is installed, remove screw (11), washer (10), clamps (9 and 13) and
standoff (14). If no brake deice system installed, remove the patch plates (1).
(c) Remove the upper half of the inner fender from the airplane.
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(4) Remove the lower half as follows:
NOTE: Record the dimension of the up-position indicator switch (3) protruding below
the mount bracket (5) for use during installation (Ref. Figure 202).
(a) Remove the safety wire (7), remove jam nut (4) and remove up-position indicator switch
(3).
(b) Remove seven bolts (6) and remove mount bracket (5).
(c) Remove all attach screws (15).
(d) Remove the grommet (8) and feed the up-position indicator switch (3) and harness through
the opening.
(e) Remove the lower half of the inner fender from the airplane.
B. Installation
(2) Install the lower half as follows:
(a) Feed the up-position indicator switch (3) and harness through the opening and install the
grommet (8) (Ref. Figure 202).
(b) Measure the distance between the fuel lines and the main landing gear up-position indicator
switch wire harness. If the distance measured is less than 1/2 inch, complete Steps 1 and
2.
1 Using tie wraps (8, Table 2, Chapter 28-00-00), remove excess slack from the main
landing gear up-position indicator switch wire harnesses by securing the harnesses
to existing wire harnesses which route through the top of the main landing gear wheel
well side panels.
2 Ensure a minimum of 1/2 inch clearance between the main landing gear up-position
indicator switch wire harnesses and all tubing located in the main landing gear wheel
wells.
(c) Position the lower half and install all attach screws (15).
(d) Install the mount bracket (5) using seven bolts (6).
NOTE: Use the dimensions noted during removal when installing the up-position
indicator switch (3).
(e) Install up-position indicator switch (3) in the mount bracket (5). Adjust the up-position
indicator switch (3) to the dimensions noted during removal, install the jam nut (4) and
safety wire (7).
(3) Install the upper half as follows:
(a) Position the upper half and install all attach screws (2) (Ref. Figure 202).
(b) If brake deice system is installed, install standoff (14), clamps (9 and 13), washer (10) and
screw (11). If no brake deice system installed, install patch plates (1).
(4) Install sealant (1, Table 1, 54-00-00) along the split line of the upper and lower half.
(5) Perform the MAIN OR NOSE LANDING GEAR UP-POSITION INDICATOR SWITCH
ADJUSTMENT procedure (Ref. Chapter 32-60-00).
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MAINTENANCE MANUAL
Inner Fender(Without Kit No. 114-9801)

54-10-01 Page 203

BEECHCRAFT®
MAINTENANCE MANUAL
Inner Fender(With Kit No. 114-9801)

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BEECHCRAFT®
MAINTENANCE MANUAL
UPPER-AFT NACELLE FAIRING - MAINTENANCE PRACTICES
1. Upper-Aft Nacelle Fairing

A. Removal
NOTE: Note the position of the AN525-10R8 and AN525-10R9 screws removed from the nacelle
fairing panel for installation purposes.
(1) Remove screws (1, 2 and 3) (Ref. Figure 201) attaching the upper-aft nacelle fairing
522BT or 622BT to the wing skin and forward nacelle fairing (Ref. Chapter 06-50-00,
(2) Inspect the nacelle fairing seal (4) for installation and condition (Ref. Figure 201).
(3) Inspect the wing skin and nacelle fairing contact area for wear and/or damage. Perform the
CHAFING ON WING, TOP SKIN UNDER NACELLE 'TURTLE BACK' (UC-1 AND AFTER; UD-1
AND AFTER; UE-1 AND AFTER), Chapter 57-90-04 of the Model 1900 Airliner Series Structural
Repair Manual, as required.
B. Installation
(1) Inspect the nacelle fairing nut plates for installation and condition.
(2) Position the upper-aft nacelle fairing 522BT or 622BT on the wing skin (Ref. Chapter 06-50-00,
CAUTION: Do not install screws of improper length. Installing improper length

screws may result in a fuel leak (Ref. Figure 201).
(3) Install AN525-10R8 screws (1) in the forward inboard holes, do not tighten at this time.
(4) Install AN525-10R9 (2) screws in the remaining nacelle fairing panel screw holes, do not tighten
at this time.
(5) Install the countersunk screws (3) in the forward leading edge of the aft nacelle fairing panel.
(6) Tighten all the loosely installed screws from Steps (3), (4) and (5).
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Aft Nacelle Fairing Installation Left Shown, Right Opposite

54-30-00 Page 202

CHAPTER
55
STABILIZERS
BEECHCRAFT®
MAINTENANCE MANUAL

55-Title Page 1
55-00-00 Page 1 May 1/2019
55-10-00 Pages 201-204 May 1/2019
55-10-01 Pages 201-202 May 1/2019
55-10-02 Pages 201-202 May 1/2019
55-20-00 Pages 201-205 May 1/2019
55-30-00 Pages 201-202 May 1/2019
55-40-00 Pages 201-204 May 1/2019

MAINTENANCE MANUAL

Temporary Revision
Number
BEECHCRAFT®
MAINTENANCE MANUAL
CONTENTS
STABILIZERS - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55-00-00 Page 1
HORIZONTAL STABILIZER - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . 55-10-00 Page 201
Horizontal Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55-10-00 Page 201
STABILON - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55-10-01 Page 201
Stabilon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55-10-01 Page 201
TAILLET - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55-10-02 Page 201
TaIllet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55-10-02 Page 201
ELEVATOR - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55-20-00 Page 201
Elevator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55-20-00 Page 201
Balancing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55-20-00 Page 201
VERTICAL STABILIZER - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55-30-00 Page 201
Vertical Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55-30-00 Page 201
RUDDER - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55-40-00 Page 201
Rudder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55-40-00 Page 201
BEECHCRAFT®
MAINTENANCE MANUAL
STABILIZERS - GENERAL
A. The recommended materials listed in Table 1 as meeting federal, military or vendor specifications are
provided for reference only and are not specifically required by Textron Aviation Inc.. Any product
tested and approved for aviation usage by Textron Aviation Inc., by the vendor, or by compliance
listed. This can be done by contacting the vendor of the product to be used.

1. Sealer AMS -S-8802 Pro Seal 890 B-1/2 Essex Chemical Corp.
Pro Seal Division 19451
Susana Rd. Compton,
CA. 90221-5713
55-00-00 Page 1
BEECHCRAFT®
MAINTENANCE MANUAL
HORIZONTAL STABILIZER - MAINTENANCE PRACTICES
1. Horizontal Stabilizer
A. Removal
(1) Remove the rivets and screws which attach the center fairings at the LH and RH sides of the
horizontal and vertical stabilizer intersection.
(2) Remove the access plate (20) from the LH side of the vertical stabilizer, just below the horizontal
stabilizer (Ref. Figure 201).
(3) Remove the elevators (Ref. Chapter 27-30-00).
(4) Remove the access plates (17 and 18) from the top center of the horizontal stabilizer and
disconnect the wiring to the rotating beacon (16) and the upper tail fairing navigation light (19).
(5) Remove the two access plates (each side) from the upper surface of the LH and RH horizontal
stabilizers (21 and 22). Remove the fairing and tail cone from the horizontal stabilizer.
(6) Tag to identify and disconnect the LH and RH elevator trim tab cables from the turnbuckles in
the horizontal stabilizer assembly. Remove the cables from the pulleys and secure with tape to
prevent them from falling into the vertical stabilizer (5).
(7) Remove the screws which attach the aft tail fairing (15) to the horizontal stabilizer and remove
the fairing.
(8) Drill out the rivets which attach the forward fairing (4) to the vertical and horizontal stabilizers
and remove the fairing.
(9) Drill out the rivets which attach the fairing angles (25) to the horizontal and vertical stabilizer
intersection.
(10) Disconnect the surface deicer tubes from the horizontal stabilizer.
(11) Remove the eight bolts which attach the horizontal stabilizer to the vertical stabilizer as shown
in Figure 202.
NOTE: When removing the bolts, carefully remove the shims from between the horizontal
and vertical stabilizer attach points so they will not be inadvertently dropped into the
vertical stabilizer.
(12) Remove the horizontal stabilizer assembly from the airplane.

B. Installation
NOTE: Install a maximum of two washer(s) (4) under nut (5) only, to obtain required torque
(Ref. Figure 202).
(1) Position the horizontal stabilizer (12) on the vertical stabilizer (5) and install the 8 bolts (as shown
in Figure 202) which attach the horizontal stabilizer to the airplane (Ref. Figure 201).
NOTE: Before the bolts are tightened, measure the gap at the attach points. If the gap
exceeds 0.014 inch, install laminated shims, (P/N 101-600012-3) at the forward
vertical stabilizer spar and shims (P/N 101-600012-5) at the rear spar as necessary.
(2) Torque the forward bolts 205 to 245 inch-pounds. After torquing, the bolts must not rotate under
100 to 160 inch-pounds of torque applied to the bolt.
(3) Torque the rear bolts 350 to 430 inch-pounds. After torquing, the bolts must not rotate under
175 to 215 inch-pounds of torque applied to the bolt.
(4) Connect the surface deicer tubes to the horizontal stabilizer.
(5) Install and rivet the fairing angles (25) to the horizontal and vertical stabilizer intersection with
MS20470AD6 rivets.
(6) Install and rivet the forward fairing (4) to the horizontal and vertical stabilizers with Cherrylock
rivets (or equivalent Cherrymax rivets).
(7) Install and attach the rear fairings (15) to the horizontal and vertical stabilizers with screws.
Install the rotating beacon (16).
(8) Remove the tape used to secure the elevator trim tab cables. Route the elevator trim tab
cables over the pulleys and into the LH and RH horizontal stabilizers and connect them to the
turnbuckles (Ref. Figure 201, Chapter 27-30-00). Remove the identification tags.
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(9) Connect the wiring to the rotating beacon and the upper tail fairing navigation light (19).
(10) Install the elevators (13) and connect the elevator horns (Ref. Chapter 27-30-00).
(11) Rig the elevators (Ref. Chapter 27-30-02) and elevator trim tabs (Ref. Chapter 27-30-05).
(12) Install all covers, access plates and the tail cone.
(13) Install the rivets and screws which attach the center fairings at the LH and RH sides of the
horizontal and vertical stabilizer intersection.
C. Attach Bolts Torque Check
(1) Check the horizontal stabilizer attach bolts.
(a) The forward bolts must not rotate under 100 to 160 inch-pounds of torque applied to the
bolts.
(b) The rear bolts must not rotate under 175 to 215 inch-pounds of torque applied to the bolts.
(c) If either of these checks are not satisfactory perform the following:
1 Torque the forward bolts 205 to 245 inch-pounds. After torquing, the bolts must not
rotate under 100 to 160 inch-pounds of torque applied to the bolt.
2 Torque the rear bolts 350 to 430 inch-pounds. After torquing, the bolts must not rotate
under 175 to 215 inch-pounds of torque applied to the bolt.
NOTE: HORIZONTAL STABILIZER Attach Bolts Torque Check procedure must

be performed again after 600 hours.
3 If found to be loose remove the affected bolts and inspect the bolt(s) and hole(s)
for damage, repair or replace as necessary. If satisfactory continue with the normal
inspection schedule (Ref. Chapter 5-20-07).
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Empennage
55-10-00 Page 203

BEECHCRAFT®
MAINTENANCE MANUAL
Horizontal Stabilizer
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MAINTENANCE MANUAL
STABILON - MAINTENANCE PRACTICES
1. Stabilon
A. Removal
(1) Remove the aft cargo compartment liner panel from the aft pressure bulkhead (Ref. Chapter
25-50-00).
(2) Remove the aft pressure bulkhead (Ref. Chapter 53-10-01) and the access panels 311CL and
312CR (Ref. Chapter 06-50-00) on each side of the empennage below the stabilon.
(3) Disconnect the deice tube to the stabilon deice boot.
(4) Remove the screws attaching the stabilon angles to the fuselage and the bolts securing the
stabilon to the splice plates (Ref Figure 201).
(5) Slide the stabilon out of the fuselage.
B. Installation
(1) If the replacement stabilon has attach angles, proceed to Step (3), if angles are not installed,
proceed with Step (2).
(2) Locate, drill and install the upper and lower stabilon attach angles on the stabilon using
adjustable preload fasteners.
NOTE: To determine attach angle location, the stabilon must be properly located on the
fuselage. Stabilon location is determined by comparing measurements from the
stabilon trailing edge tips to the fuselage centerline at the tailcone when the stabilons
are inserted into the fuselage until they are in contact with each other and centered.
CAUTION: If the holes in the stabilon are misdrilled, the stabilon is not
repairable. New angles or splice plates may be matched to an
existing stabilon or a new stabilon may be matched to existing
angles and splice plates.
(3) Slide the replacement stabilon into position in the fuselage.
(4) Locate and mark the hole positions on the attach angles and the stabilon mounting area at the
splice plates.
(5) Remove the stabilon and drill holes. The attach angle to fuselage mounting holes should be
0.193 inch to 0.200 inch in diameter.
NOTE: Once the holes are drilled, the attach angles, stabilon and splice plates are matched
to each other and may not fit another installation.
(6) Install the stabilon and attaching hardware. Torque the splice plate mounting bolts. The locknut
running torque should be determined with a torque meter and that value added to the torque
limit of 30 to 40 inch-pounds.
Example:
Locknut running torque = 15 inch-pounds, determined by observing the torque meter while
turning the nut on the bolt with the locking feature engaged.
• Torque Limit = 30 to 40 inch-pounds.
• 15 inch-pounds + 30 inch-pounds = 45 inch-pounds minimum.
• 15 inch-pounds + 40 inch-pounds = 55 inch-pounds maximum.
(7) Connect the deice tube to the stabilon deice boot.
(8) Install the access panels (Ref. Chapter 06-50-00) and pressure bulkhead (Ref. Chapter 53-10-
01).
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Stabilon Removal and Installation

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MAINTENANCE MANUAL
TAILLET - MAINTENANCE PRACTICES
1. TaIllet
A. Removal
(1) Remove the upper access panel 351DTL (1) and lower access panel 351EBL (2) (Ref. Figure
201) or upper access panel 352DTR and lower access panel 352EBR from the horizontal
stabilizer (Ref. Chapter 06-50-00 Figure 8).
(2) Remove the six bolts (5) securing the taillet (3) to the horizontal stabilizer (6) (Ref. Figure 201).
(3) Disconnect the taillet deice boot inflation tube (4).
(4) Free the taillet (3) from the sealer and pull the taillet and spacers (7) away from the horizontal
stabilizer (6).
B. Installation
(1) Clean the residue sealant off the horizontal stabilizer (6) (Ref. Figure 201).
(2) Place the taillet (3) with the spacers (7) into position in the horizontal stabilizer (6).
NOTE: Secure the taillet so it will not fall.
(3) Connect the taillet deice boot inflation tube (4).

(4) Working through the access opening, install the six bolts (5) and secure the taillet (3) and spacers
(7) to the horizontal stabilizer (6).
(5) Install the access panels removed.
(6) Seal the taillet (3) to the stabilizer with sealer (1, Table 1, 55-00-00).
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Taillet Removal and Installation

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ELEVATOR - MAINTENANCE PRACTICES
1. Elevator
A. Balancing
After repainting and/or repair, the finished elevator must be check balanced to ensure that its static
moment about the hinge line is within the prescribed limits. The static moment for all completed
elevator assemblies must fall within the range of 1.60 inch-pounds nose heavy to 0.80 inch-pounds
tail heavy at the measured moment about the hinge line (Ref. Figure 201). The static moment
of the elevator is determined by multiplying the unbalanced weight of the elevator assembly times
the perpendicular distance from the hinge centerline to the center of gravity when the chord line is
horizontally level. The weight is measured in pounds and the distance in inches. The static moment
of a 100 percent balanced elevator assembly is 0.0 inch-pounds. Tail heaviness indicates static
underbalance while nose heaviness indicates static overbalance.
B. Checking Balance
The balance must be checked in a draft-free area with the elevator completely assembled in flying
condition. All painting, including stripes and touch-up, must be completed. The tab, tab pushrod,
static wicks, and hinge bolts must be attached. The chord line must be horizontally level and the
hinge line must be properly supported when the static moment is measured. Although many different
methods of check balancing exist, they can be categorized under the following two headings:
(1) Counterbalancing - The application of a known force or weight at a measured distance from
the hinge line to counter the unbalance moment of the elevator assembly.
(2) Actual Force Measurement - Measurement of the force applied by the elevator surface on a
single support at a known distance from the centerline of the hinge.
NOTE: Counterbalancing is the simplest method of check balancing.
2. Balancing Procedures
WARNING: Airplanes using adjustment weight attachment screws must replace

them with adjustment weight attachment bolts while performing these
procedures (Ref. Figure 201). Refer to Table 201 for appropriate
adjustment weight attachment bolts.
A. Equipment Required To Perform Check Balancing By Force Measurement Method
(1) A stand with knife edge supports (Ref. Figure 201). The knife edges should be in the same
horizontal plane.
(2) A certified beam balance calibrated in units of 0.01 lbs or less. The balance should have a flat
weighing platform and its capacity should equal tare plus 2.0 lbs minimum.
(3) A support spindle similar to the illustration and leveling blocks, as required (blocks + spindle =
tare).
(4) A straight edge, rule and spirit level.
B. Force Measurement Method
(1) Locate the chord line by placing a straightedge at the inboard end of the elevator so that one end
is aligned with the center of the torque tube and the other end is centered on the trailing edge.
Mark the chord line on the rib by grease pencil or other means. Remove the straightedge.
(2) Fit correct size bolts in the outboard and center hinge brackets and mount the elevator on the
knife edges. Ensure that it is free to rotate about the hinge line.
(3) Place a small platform scale under the trailing edge if the control surface is tail-heavy or under
the leading edge if it is nose-heavy.
(4) Place the upper end of the spindle under the trailing edge of tail-heavy surfaces or under
the leading edge of the nose-heavy surfaces. The spindle must be vertical throughout the
balancing procedure. Hold a spirit level against the marked chord line and level it by extending
or contracting the spindle, or by using blocks and shims under the spindle.
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(5) Measure the perpendicular distance from the hinge centerline to the point supported by the
spindle. Ensure that the spirit level and rule are removed from the surface and read the reaction
on the beam balance.
(6) Calculate the static unbalance moment M from the formula:
M = D(R-T) inch-pounds where,
D = Perpendicular distance from the hinge centerline to the spindle point (inches).
R = Reaction (pounds) read from the beam balance.
T = Tare, i.e. spindle plus leveling blocks or shims on the scale platform (pounds).
EXAMPLE
D is 10.0 inches, R is 1.100 pounds and T = 1.000 pound
M = 10.0 (1.100-1.000); M = 1.00 inch-pound.
M is within the prescribed range which is satisfactory. If M is not within the prescribed range,
refer to Step (9) of the COUNTERBALANCING METHOD procedures in this section.
C. Equipment Required To Perform Check Balancing By Counterbalancing Method
(1) A stand with knife edge supports (Ref. Figure 201). The knife edges must be in the same
horizontal plane.
(2) A paper cup or similar light weight container.
(3) Approximately 0.5 pound of lead shot.
(4) A certified beam balance weighing device calibrated in units of 0.01 pound or less.
(5) A straight edge, ruler, and spirit level.
D. Counterbalancing Method
(1) Locate the chord line by placing a straightedge at the inboard end of the elevator assembly so
that one end is on the hinge centerline and the other end is centered on the trailing edge. Mark
the chord line with a suitable marker, such as grease pencil, then remove the straightedge.
NOTE: While the hinge centerline is not openly visible, it can be located as follows: With
the hinge clevis properly aligned and tightened, locate the center of the clevis
mounting bolt on the top of the elevator (covered with a plug button) as a reference
point. The hinge line is 1.13 inches forward of this reference point. Mark the hinge
line with a grease pencil.
(2) Secure the trim tab in its neutral position with a small piece of masking tape.
(3) Fit the correct size bolts in the hinge clevises and mount the elevator on the knife edge supports
(Ref. Figure 201). Ascertain that the elevator is free to rotate about the hinge line.
(4) To determine if adjustment weights should be added or removed, suspend a paper cup from a
point near the center of the elevator trailing edge if the balance is nose down or near the inboard
end of the balance weight assembly on the elevator leading edge if the balance is tail down. Use
a short length of small diameter string secured to the surface with a small piece of masking tape
(Ref. Figure 201). The cup must be free to hang vertically.
(5) Add small quantities of lead shot to the cup until the elevator balances with the chord line level.
Check this by holding the spirit level aligned with the marked chord line.
(6) Carefully measure the perpendicular distance D within 0.1 inch from the hinge centerline to the
point of suspension of the cup.
(7) Remove the cup, contents, and string, then weigh them to within 0.05 pound.
NOTE: Since any weighing error is magnified by the distance D, weighing is most important
and must be done carefully on scales that are certified for accuracy.
(8) Calculate the static balance as follows:

The weight of the cup and contents is designated by W.
The distance between the centerline of the hinge and the suspension point of the cup is
designated by D.
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The over or underbalance moment is designated by M.

M=WxD
(9) The following is a typical example of a balancing calculation: Assume the elevator is slightly
overbalance (nose-heavy) and the paper cup was suspended from the trailing edge. If the
elevator balances with the chord line level at W = 0.100-pound and D = 13.8 inches, then...
M = 0.100 x 13.8
M = 1.38 inch-pounds (The product of W x D must be accurate to within 0.05 inch-pounds). In
this instance M is within the required static balance range and is therefore acceptable.
(10) If the static balance does not fall within the range of 1.60 inch-pounds nose-heavy (overbalance)
to 0.80 inch-pounds tail-heavy (underbalance), adjustment weights must be added or removed
and the balance rechecked.
NOTE: A maximum of four small adjustment weights (P/N 101-610026-5) and seven large
adjustment weights (P/N 101-610026-7) may be added or removed from the
balance weight assembly on the outboard leading edge of the elevator. The steel
cover plate must be installed over the adjustment weights with NAS6703HUXX bolts
(Ref. SB 27-3187). Bolt lengths vary with the number of weights installed. Refer
to Table 201 for the proper attachment bolts. Nut plates are located inside the
elevator assemblies to anchor the bolts. Bolts are torqued 20 to 30 inch-pounds
then safety wired with MS20995C32 wire.
Table 201. Adjustment Weights Attachment Bolts
No. of Weights Combination Combination Number of Number of Part Number of

Req. for Weights Weights Bolts Req. Per Washers Req. Bolts for Each
Balancing Req. P/N Req. P/N Elevator Per Bolt Elevator
101-610026-5 101-610026-7
(Small Weight) (Large Weight)
1 1 0 2 0 NAS6703HU12
2 2 0 2 0 NAS6703HU13
2 2 0 2 1 NAS6703HU14
3 3 0 2 0 NAS6703HU14
4 4 0 2 0 NAS6703HU15
4 4 0 2 1 NAS6703HU16
5 4 1 2 0 NAS6703HU16
6 4 2 2 0 NAS6703HU17
6 4 2 2 1 NAS6703HU18
7 4 3 2 0 NAS6703HU18
8 4 4 2 0 NAS6703HU19
8 4 4 2 1 NAS6703HU20
9 4 5 2 0 NAS6703HU20
10 4 6 2 0 NAS6703HU21
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Elevator Balancing
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BEECHCRAFT®
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Table 201. Adjustment Weights Attachment Bolts (continued)

No. of Weights Combination Combination Number of Number of Part Number of
Req. for Weights Weights Bolts Req. Per Washers Req. Bolts for Each
Balancing Req. P/N Req. P/N Elevator Per Bolt Elevator
101-610026-5 101-610026-7
(Small Weight) (Large Weight)
10 4 6 2 1 NAS6703HU22
11 4 7 2 0 NAS6703HU22
NOTE: Based on availability it is permissible to use the next grip length bolt and add one P/N NAS
1149C0363R washer under the head of the attachment bolts, instead of using the odd part numbered bolts.
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VERTICAL STABILIZER - MAINTENANCE PRACTICES
1. Vertical Stabilizer
A. Removal
(1) Remove the horizontal stabilizer (14) (Ref. 55-10-00).
(2) Remove the rudder (15) (Ref. Chapter 27-20-00).
(3) Install identification tags on the rudder cables and disconnect the rudder cables from the
turnbuckles in the tail section. Refer to the Chapter 27-20-01 RUDDER CONTROL SYSTEM
illustration in the Maintenance Practices section.
(4) Remove the rudder pushrod from the control horn and the torque shaft assembly.
(5) Drill out the rivets (9) which attach the short aft dorsal fin section (10) to the main dorsal fin
assembly (16) and the aft fuselage. Remove the short aft dorsal fin (10) from the airplane (Ref.
Figure 201).
(6) Drill out the rivets (12) which attach the fuselage/vertical stabilizer fillet (11) to the fuselage.
(7) Remove the bolts (1) attaching the vertical stabilizer at the forward and rear attaching points.
(8) Carefully lift the vertical stabilizer assembly (13) from the fuselage.
B. Installation
(1) Position the vertical stabilizer (13) on the aft fuselage and install the attaching bolts (1),
countersunk washers (17), washers (2) and nuts (3) through the main and rear spars and the
fuselage structure. Shim the attach points as necessary with laminated shims, (4, 5, 6 and 7)
P/N 101-600012-1 to a maximum gap of 0.020 inch between the spars and their respective
attach points (Ref. Figure 201).
(2) Torque the attaching bolts (1) 100 to 140 inch-pounds.
(3) Attach the vertical stabilizer fillet (11) to the fuselage with rivets (12).
(4) Position the small dorsal fin section (10) and rivet (9) to the main dorsal fin assembly (16) and
the aft fuselage. Be certain the seal between the aft dorsal fin and vertical stabilizer is in position.
(5) Connect the rudder pushrod to the control horn and the torque shaft assembly.
(6) Connect the rudder cables to the turnbuckles and remove the identification tags. Refer to the
Chapter 27-20-01 RUDDER CONTROL SYSTEM illustration in the Maintenance Practices
section.
(7) Install the rudder (15) (Ref. Chapter 27-20-00).
(8) Install the horizontal stabilizer (14) (Ref. 55-10-00).
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Vertical Stabilizer
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RUDDER - MAINTENANCE PRACTICES
1. Rudder
A. Balancing
When the rudder surface is being repainted, suspend it by the trailing edge so that excess paint will
drain toward the leading edge.
After repainting and/or repair, the finished rudder must be check balanced to ensure that its static
moment about the hinge line is within the prescribed limits. The static moment for all completed rudder
assemblies must fall within the range of 3.00 inch-pounds nose-heavy to 3.00 inch-pounds tail-heavy
at the measured moment about the hinge line. The static moment of the rudder is determined by
multiplying the unbalanced weight of the rudder assembly times the perpendicular distance from the
hinge center line to the center of gravity when the chord line is horizontally level. The weight is
measured in pounds and the distance in inches. The static moment of a 100 percent balanced rudder
assembly is 0.0 inch-pounds. Tail heaviness indicates static underbalance while nose heaviness
indicates static overbalance.
B. Checking Balance
The rudder balance must be checked in a draft free area with the rudder completely assembled in
flying condition. All painting, including stripes and touch-up, must be completed. The tab, tab pushrod,
static wicks, hinge clevises, bonding jumpers and hardware, must be attached. The chord line must be
horizontally level and the hinge line must be properly supported when the static moment is measured.
Although many different methods of check balancing exist, they can be categorized under the following
two headings:
the hinge line to counter the unbalance moment of the rudder assembly.
(2) Actual Force Measurement - Measurement of the force applied by the rudder surface on a
single support at a known distance from the centerline of the hinge.
(1) A stand with knife edge supports as illustrated in Figure 201. The knife edges should be in the
same horizontal plane.
(2) A certified beam balance calibrated in units of 0.001 lb. or less. The balance should have a flat
weighing platform.
(3) A support spindle similar to the illustration and leveling blocks, as required (blocks + spindles =
tare).
(1) Locate the chord line by placing a straight edge at the inboard end of the rudder so that one end
is aligned with the center of the torque tube and the other end is centered on the trailing edge.
Mark the chord line on the rib by grease pencil or other means. Remove the straight edge.
(2) Fit correct size bolts in the outboard and center hinge brackets and mount the rudder on the
knife edges. Ensure that it is free to rotate about the hinge line.
the leading edge if it is nose-heavy.
(4) Place the upper end of the spindle under the trailing edge of tail-heavy surfaces or under
(5) Measure the perpendicular distance from the hinge center line to the point supported by the
(6) Calculate the static underbalance moment "M" from the formula:
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M = D(R-T) inch-pounds where,

R = Reaction (pounds) read from the beam balance.
T = Tare, i.e. spindle plus leveling blocks or shims on the scale platform (pounds).
EXAMPLE:
D is 13.8 inches, R = 1.100 lb. and T is 1.000 lb.
M = 13.8(1.100 -1.000); M = 1.38 inch-pounds.
M is within the prescribed range which is satisfactory.
The complete painted rudder assembly with the tab, tab pushrod, static wicks, hinge clevises,
bonding jumper and hardware, must fall within the range of 3.00 inch-pounds nose-heavy to 3.00
inch-pounds tail-heavy. If the static balance is not as noted, adjustment weights must be added
or removed and the balance rechecked to bring the rudder balance within the required limits.
(1) A stand with knife edge supports as illustrated in Figure 201. The knife edges must be in the
(3) Approximately two pounds of lead shot.
(5) A straight edge, ruler and spirit level.
(1) Locate the chord line by placing a straight edge at the lower closure rib of the rudder so that one
end is aligned with the center of the torque tube while the other end is centered on the trailing
edge. Mark the chord line with a suitable marker, such as a grease pencil, then remove the
straight edge.
(2) Secure the trim tab in its neutral position with a small piece of masking tape.
(3) Fit the correct size bolts in the hinge brackets and mount the rudder on the knife edge supports.
Ascertain that the rudder is free to rotate about the hinge line.
point near the center of the leading edge. Use a short length of small diameter string secured
to the surface with a small piece of masking tape as illustrated in Figure 201. The cup must be
free to hang vertically.
(5) Add small quantities of lead shot to the cup until the rudder balances with the chord line level.
Check this by holding a spirit level aligned with the marked chord line.
(6) Carefully measure the perpendicular distance "D" within 0.1 inch from the hinge centerline to the
point of suspension of the cup.
(7) Remove the cup, contents and string, then weigh them to within 0.005 pounds.
NOTE: Since any weighing error is magnified by the distance "D", weighing is most
important and must be done carefully on scales that are certified for accuracy.

• The weight of the cup and contents is designated by "W".
• The distance between the centerline of the hinge and the suspension point of the cup is
designated by "D".
• The over or underbalance moment is designated by "M".
• M = W x D.
The following is a typical example of a balancing calculation: Assume the rudder was slightly
underbalance (tail-heavy) and the paper cup was suspended from the leading edge. If the rudder
balances with the chord line level at "W = 0.150 pounds" and "D = 12.5 inches", then...
• M = 0.150 x 12.5
• M = 1.875 inch-pounds
In this instance, "M" is within the required static balance range and is therefore acceptable.
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(9) The complete painted rudder assembly with the tab, tab pushrod, static wicks, hinge clevises,
bonding jumper and hardware, must fall within the range of 3.00 inch-pounds nose-heavy to 3.00
inch-pounds tail-heavy. If the static balance is not as noted, adjustment weights must be added
or removed and the balance rechecked to bring the rudder balance within the required limits.
NOTE: Balance may be adjusted by adding or removing P/N 101-630017-1 weights; a

maximum of 16 adjustment weights allowed. Eight of the adjustment weights are
secured to the forward end of the lower closure rib with two screws; the last weight
to be a P/N 101-630015-1. Nut plates are located on the rib to anchor the screws.
If necessary, an additional eight adjustment weights may be installed on the rib at
Canted Station 35.59, with the last weight being P/N 101-630015-1. See Table
201 for screw sizes.
Table 201. Adjustment Weights and Attachment Screws
NUMBER OF WEIGHTS REQUIRED P/N OF SCREWS REQUIRED

1 or 2 AN3-4A
3 or 4 AN3-5A
5 or 6 AN3-6A
7 or 8 AN3-7A
9 or 10 AN3-10A
11 or 12 AN3-11A
13 or 14 AN3-12A
15 or 16 AN3-13A
17 or 18 AN3-14A
All weights are identical. Read across from the left column to determine the number and type of
screws for the installation.
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MAINTENANCE MANUAL
Rudder Balancing
55-40-00 Page 204

CHAPTER
56
WINDOWS
BEECHCRAFT®
MAINTENANCE MANUAL

56-Title Page 1
56-00-00 Pages 201-205 May 1/2019
56-10-00 Page 1 May 1/2019
56-10-00 Pages 201-213 May 1/2019
56-10-01 Page 1 May 1/2019
56-10-01 Pages 201-203 May 1/2019
56-10-02 Pages 201-202 May 1/2019
56-20-00 Pages 201-209 May 1/2019

MAINTENANCE MANUAL

Temporary Revision
Number
BEECHCRAFT®
MAINTENANCE MANUAL
CONTENTS
WINDOWS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56-00-00 Page 201
Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56-00-00 Page 201
FLIGHT COMPARTMENT - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . 56-10-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56-10-00 Page 1
FLIGHT COMPARTMENT - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . 56-10-00 Page 201
Windshield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56-10-00 Page 201
Anti-Static Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56-10-00 Page 206
Windshield Anti-Static . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56-10-00 Page 206
Bonded Anti-Static Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56-10-00 Page 210
Windshield Weather Seal Inspection and Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56-10-00 Page 211
FLIGHT COMPARTMENT STORM WINDOW - DESCRIPTION AND OPERATION. . . . . 56-10-01 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56-10-01 Page 1
FLIGHT COMPARTMENT STORM WINDOW - MAINTENANCE PRACTICES . . . . . . . . . 56-10-01 Page 201
Storm Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56-10-01 Page 201
FLIGHT COMPARTMENT SIDE WINDOW - MAINTENANCE PRACTICES . . . . . . . . . . . 56-10-02 Page 201
Side Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56-10-02 Page 201
Flight Compartment Window Inspection and Repair Procedure . . . . . . . . . . . . . . . . . . 56-10-02 Page 201
PASSENGER COMPARTMENT - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . 56-20-00 Page 201
Cabin Outer Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56-20-00 Page 201
Fuselage Side Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56-20-00 Page 201
Window Attach Frames . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56-20-00 Page 206
Acrylic Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56-20-00 Page 208
BEECHCRAFT®
MAINTENANCE MANUAL
WINDOWS - MAINTENANCE PRACTICES
1. Windows
Aviation Inc. (TAI). Any product conforming to the specification listed may be used. The products
included in these Tables have been tested and approved for aviation usage by TAI, by the supplier,
or by compliance with the applicable specification. Generic or locally manufactured products which
conform to the requirements of the specification may be used even though not included in the Tables.
Only the basic number of each specification is listed. No attempt has been made to update the listing
to the latest revision. It is the responsibility of the technician or mechanic to determine the current
revision of the applicable specification prior to usage of the product listed. This can be done by

1. Megometer (capable Obtain locally Test resistance at
of registering over windshield anti-static
100 million ohms/100 coatings.
megohms)
2. Plastic Wedge Fabricate locally Pry up fiberglass cover
anti-static tab.
3. Pencil type soldering Obtain locally Apply solder to anti-static
iron(40 watt) tab wires.
4. Hollow drill Fabricate locally Cut screw holes in
windshield foam rubber
seal.
5. Drill bushing Fabricate locally Support and guide hollow
drill.
6. Orbital Sander Obtain locally Refurbish acrylic cabin
windows.
7. Hump Seal Tool Fabricate the Hump Seal Repair/Form Hump Seal
Forming tool from a 2
inch plastic spatula (or
equivalent). File flat
edge to match contour of
existing seal.

1. Glass Cleaner Windex Obtain locally
2. Liquid Detergent Lux; Joy Obtain locally
(Non-Abrasive)
3. Plexiglass Polish and Fed. Spec. PP-560 P/N 403 D Permatex Inc. Kansas
Cleaner City, MO 66115
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MAINTENANCE MANUAL

Parko Anti-Static Polish Park Chemical Co. 8094
Military Ave. Detroit, MI
48204
Meguiar's MGH-10 Mirror Bright Polish Co.
Inc. P.O. Box 17177
Irvine, CA 92714
P/N 30559 Loctite Loctite Corp., 705
N. Mountain Road
Newington, Connecticut
06111
AVL-CV-16 Clearview Obtain locally
4. Kerosene VV-K-211 Obtain locally
5. Paste Wax Johnson's J-Wax Paste S.C. Johnson & Son Inc.
1525 Howe St. Racine,
WI 53403
Simonize Simonize Co. P.O. Box
368 Greenville, SC 29602
6. Solvent TT-I-735 or MIL-I-10428A Isopropyl Alcohol Obtain locally
7. Solvent TT-N-95 Aliphatic Naphtha Barton Solvents 201 S.
Cedar Valley Center, KS
67147
(MPK replaces MEK)
9. Plastic Window HP-100C Micro-Mesh Micro-Surface Finishing
Scratch Remover Products Box 818 Wilton,
PA 52778
10. Silicone Adhesive Dapcotac #3300 D. Aircraft Products
Co. 1191 Hawk
Circle Anaheim, CA
92708-2819
11. DeletedRefer to item
26.
12. Stripper Turco 4260 Epo-Con Turco Products Inc.
26400 S. Main Los
Angeles, CA 90846
13. Primer (Epoxy) MIL-P-23377 U.S. Paint, Lacquer and
Chemical Co. St. Louis,
MO
Finch Paint and Chemical
Co. 1536 W. 228th St.
Torrance, CA 90501
14. Urethane Paint 6160 Matterhorn White U.S. Paint, Lacquer and
Chemical Co. St. Louis,
MO
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MAINTENANCE MANUAL

15. Structural Adhesive EA9309NA Hysol Div. of the
Dexter Corp. P.O. Box
3122850 Willow Pass Rd.
Pittsburgh, CA 94565
16. Hexane J.T. Baker Chemical Co.
222 Red School Lane
Phillipsburg, NJ 08865
17. Adhesive EC 1300L Minnesota Mining & Mfg.
Co. 3M Center St. Paul,
MN 55101
18. Copper Foil Tape 3M1181 Minnesota Mining & Mfg.
Co. St. Paul, MN 55144
19. Primer SS-4179 General Electric Co.
Silicone Products
Waterford, NY 12188
20. Electronic Grade RTV-162 General Electric Co.
Silicone Rubber Silicone Products
Waterford, NY 12188
21. Tape, Conductive MIL-T-47012 Minnesota Mining & Mfg.
Adhesive Foil Co. 3M Center St. Paul,
MN 55101
22. Sealer Technit 72-0002 Technical Wire Products
Inc. 129 Dermody St.
Crawford, NJ 07016
23. Adhesive Silastic 140 Dow Corning3901 S.
Saginaw Rd.Midland, MI
48641
24. Sealer PR1425B1/2 PRC DeSoto
International, Inc. P.O.
Box 18005454 San
CA. 91209
25. Speed tape 3M 425 Minnesota Mining & Mfg.
Co.St. Paul, MN 55144
26. Sealer AMS -S-8802 PR-1440 B1/2 PRC DeSoto
Box 18005454 San
CA. 91209
27. Primer PR-142 PRC DeSoto
Box 18005454 San
CA. 91209
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MAINTENANCE MANUAL

28. Cleanser Zud Obtain locally
29. Scotch-Brite Pads Obtain locally
30. Adhesive RTV 737 Dow Corning 3901 S.
Saginaw Rd. Midland, MI
48641
B. Removing Paint from Windows

(1) Mask the acrylic crew compartment side windows and the paint on the airplane skin to prevent
damage from solvent.
CAUTION: The acrylic side windows are extremely susceptible to damage

from solvents. To prevent damage, use care not to contact the
acrylic windows, or the airplane paint with the Methyl Propyl Ketone
or other solvent. To avoid damage to the window anti-static coating,
never use any rubbing compound or polish, or any substance
containing acid, on the windshield.
(2) If the paint on the window is dry, contact Textron Aviation Customer Service for consultation.
(3) If the paint on the window is still wet, use a clean, soft cloth dampened with solvent (9, Table
202) to remove the paint. Wipe the glass surface in a straight rubbing motion. Never use any
abrasive materials or acids to remove the paint.
C. Cleaning Plastic Windows
The plastic windows should be kept clean and waxed at all times. To prevent scratches and crazing,
wash the windows carefully with plenty of soap and running water.
CAUTION: When washing the windows, do not use water from a bucket or pail.
Sand, dirt particles or other debris may collect in the standing water and
cause scratches in the plastic.
Use the palm of the hand to feel and dislodge dirt and mud. A soft cloth, chamois or sponge may
be used only for the purpose of carrying water to the surface of the window. After washing, rinse the
window thoroughly with running water and dry it with a clean, moist chamois. Do not rub the plastic
window with a dry cloth because this will cause an electrostatic charge which attracts dust.
Remove oil and grease with a cloth moistened with liquid detergent (2, Table 202), solvent (7, Table
202) or solvent (6, Table 202), then rinse the window with clear water.
CAUTION: Never use gasoline, benzene, alcohol, acetone, carbon tetrachloride,

fire extinguisher or anti-ice fluid, lacquer thinner, or glass cleaner with
a base of these materials, for such materials will soften the plastic and
may cause crazing. Aliphatic naphtha and similar solvents are highly
flammable and extreme care must be exercised when using these
chemicals.
If it is desirable to use a commercial cleaner to clean the plastic windows, use only cleaners that are
approved by TAI. There are several cleaners available commercially that state that they are approved
for use on acrylic surfaces. However, it has been discovered that some of these cleaners cause acrylic
plastic to craze. Therefore, only the following products are approved as cleaners for acrylic plastic
windows: Federal Specification PP-560; Part No. 403D; Parko Anti-Static Plastic Polish, Meguiar's
MGH-10, Loctite plastic cleaner P/N 30559 or Clearview plastic cleaner P/N AVL-CV-16 (3, Table
202). Follow the directions on the container.
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After washing plastic windows with soap and water, apply a good grade of commercial wax (5, Table
202). The wax will fill in minor scratches and help prevent further scratches. Apply a thin, even coat
of wax and bring it to a high polish by rubbing lightly with a clean, dry, soft flannel cloth. Never use a
power buffer, as the heat generated by the buffing pad may soften the plastic.
If the windows were cleaned with one of the three commercial cleaners mentioned previously, it will
not be necessary to apply wax. Each of these cleaners contains wax, as well as cleaning agents.
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FLIGHT COMPARTMENT - DESCRIPTION AND OPERATION
1. General
A. Windshield Surface Seal Coating
(1) PPG offers the Surface Seal© Coating System, which includes customized kits for coating
application, refurbishing and efficiency measurement. The DSS1040 Master Kits contain
reusable equipment, replenishable supplies for approximately ten windshields and chemicals to
coat two windshields. The DSS1015 Application Kits (Kit A) contains supplies and chemicals to
coat one windshield. The DSS1027 Master Kit Refill contains replenishable supplies to prepare
approximately ten windshields, less the Surface Seal© preparation and coating solutions. The
DSS2000 and DSS2999 Curing Kits contain protective films and customized heating blankets.
(2) All part number 101-384025-17/-18 and subsequent windshields have the Surface Seal©
Coating System protection applied. For inspection and application refer to the Model 1900
Airliner Series Component Maintenance Manual, Chapter 56.
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FLIGHT COMPARTMENT - MAINTENANCE PRACTICES
1. Windshield
A. Removal
(1) Cut the sealing compound free from the retainer strip and window frame.
(2) Remove the screws at the front of the windshield (Ref. Figure 201).
(3) Inside the pilot's compartment, remove the screw that secures the ground jumper wire at the
outboard corner of the windshield and detach the power supply lead from the electrothermal
windshield at the corner post. Gently push the windshield panels outward one at a time.
(4) Pull the rubber seal and rubber filler free from the window frame and channel.
(5) Scrape away any remnants of sealing compound, filler or seal that may have adhered to the
window frame.
(6) Wash the window frame and channel with solvent (8, Table 202, 56-00-00).
B. Installation
Proper performance of this procedure should ensure a stress-free windshield installation. Kit 101-
5041-1 provides the parts and detailed instructions for installation of both windshields. Kit 101-5041-3
provides the parts and detailed instructions for installation of either windshield. The windshields are
not part of the kits. In the event of a conflict between the procedures in this manual and the instructions
provided with the kits, the kit instructions should be followed.
Prior to installing the windshield, inspect the windshield frames for old sealer or other obstructions
that could cause the windshield to bind or seat improperly. Check all windshield mounting holes
with a screw to ensure that all nut plates are in alignment and undamaged. It is recommended that
the heating element and temperature sensor resistance of the new windshield be checked. Refer to
WINDSHIELD HEATING ELEMENTS RESISTANCE CHECK procedure in Chapter 30-40-00.
NOTE: After mixing the sealer used to install the windshield, two people must work constantly to
complete the installation of the windshield before the sealer sets up.
(1) Mask off the exterior area around the windshields with masking tape. Mask off the nut plates by
covering the screw holes on the inside of the windshield frames with masking tape.
(2) Cover any exposed windshield glass with masking tape. Press the masking tape around each
of the countersunk holes. Cut the masking tape from the countersink of each screw hole with a
sharp knife until all masking tape has been removed from the screw holes.
(3) Trim the excess protective paper from the inside of the windshield along the raised lip.
(4) Insert AN-15A bolts (10 places) through holes 5, 7 and 12 on the top and bottom and through
holes 4 and 10 on each side of the windshield (Ref. Figure 201). Tape the bolt shanks to hold
them in place with the bolt heads against the inside surface of the windshield (Ref. Figure 201,
View A-A).
(5) Fabricate four guide pins by cutting the heads from 3 inch long AN3 bolts. Insert a guide pin
and secure it in place in hole 1 at the top and bottom of the frame for each windshield half (Ref.
Figure 201).
(6) Using the guide pins for alignment, carefully center the windshield in the frame as evenly as
possible (Ref. Figure 201, View A-A). Check for a minimum clearance of 0.020 inch between
the inside glass and the lower frame member. If necessary, place a shim (drill rod or drill shank
of sufficient diameter) between the edge of the inside glass and the frame near the lower guide
pin. Mark the location of the shim for future reference. If the required clearance cannot be
maintained, or interference between the windshield and adjacent structure is encountered,
contact the Customer Support Department, Textron Aviation Inc., Wichita, Kansas.
(7) With the windshield centered, use a 3 inch long straightedge to match the contour of the
windshield with that of the windshield frame (Ref. Figure 201, View B-B). If the windshield
rocks on the bolt heads, center the windshield as evenly as possible to equalize the free play.
Mark at least four places (one or more on at least three edges) where the exterior surface of
the airplane is level with the windshield frame as shown. If there are not four places that are
level, mark the places where the contours most nearly match and identify them as high or low
in inches as measured.
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(8) Remove the windshield from the windshield frame. Remove the ten bolts taped to the windshield.
Remove the shims (if installed in Step (6)). Do not remove the guide pins from the windshield
frame.
(9) Using solvent (8, Table 202, 56-00-00), clean the contact surfaces of the windshield frame and
the new silicone seals. The 50-420066-341 silicone seals are to be applied to the sides and
centers of the windshield frame, the 50-420066-343 seals to the bottom and the 50-420066-345
seals to the top.
(10) Cement the silicone seals flush with the inside periphery of the windshield frame with adhesive
(10, Table 202, 56-00-00) (Ref. Figure 201, View C-C). The ends of the dam material used at
the corners should be butted together snugly.
(11) The 50-420066-347 sponge rubber strips are to be applied to the sides and center of the
windshield, the 50-420066-349 strips to the bottom, and the 50-420066-351 strips to the top.
Apply a 0.25 inch wide strip of cement (17, Table 202, 56-00-00) to the inside periphery of the
sponge rubber strips and apply a similar strip of cement to the windshield between the screw
holes and inside periphery of the windshield where the glass thickens. Cement the sponge
rubber strips to the windshield by matching the cement strip on the rubber to the cement strip
on the windshield glass (Ref. Figure 201, View D-D).
(12) Trim the sponge rubber strips on the ends so that the ends are butted against each other. Trim
the outer edge of the sponge rubber strips until a 0.064 inch overlap is maintained around the
periphery of the windshield (Ref. Figure 201, View D-D).
(13) Fabricate a hollow drill by sharpening one end of a piece of steel tubing with an inside diameter
of 0.064 inch. Cut the tubing to the proper length. Fabricate a drill bushing from a 2 to 3 inch
length of aluminum tubing having an outside diameter that will fit freely into the screw holes in
the windshield and an inside diameter sufficient for insertion and rotation of the drill tube just
fabricated. Insert the fabricated drill and bushing into a screw hole of the windshield to ensure
that the drill will not bind in the windshield mounting holes.
(14) Using the hollow drill with a block of wood as a backup, drill out all the screw mounting holes
through the sponge rubber strips. It may become necessary to punch out the accumulated
rubber from inside the drill.
(15) Mix approximately 1200 grams of sealer (26, Table 202, 56-00-00) in accordance with the
manufacturer's recommendations. Apply a 0.25 inch deep bead of sealer around the periphery
of the windshield frame in the valley between the silicone rubber seals and the frame (Ref.
Figure 201, View C-C).
(16) Using the guide pins installed in Step (5) for alignment, carefully position the windshield in the
frame. Replace the shims removed in Step (8) between the windshield and frame. The shims
are to remain in place until the sealer is completely cured. Start, but do not tighten, all screws
in the open mounting holes. To facilitate installation of the screws through the rubber seals,
lubricate all the screw threads with liquid soap. When installing the screws, carefully note the
depth to which the screws penetrate the frame before actually entering the nut plate. In areas
where the windshield will remain high after installation, screws with a longer grip length will be
required. This can be gaged by visually comparing the amount these screws protrude above the
frame after the marked screws are tightened. As a general rule, holes where the windshield is
more than 1/16 inch above contour will require the longer screws.
(17) Tighten the screws at the locations marked in Step (7) until the windshield is positioned for the
contour match as marked. Do not tighten any of the remaining screws.
(18) Remove the guide pins and install screws in the guide pin holes. Tighten all screws only
sufficiently to seat the screw heads in the countersunk holes of the retainer. Do not tighten the
screws as this could create stress by pulling the windshield tighter into the frame. After these
screws have been seated into the countersinks, the screws tightened in the previous Step
should still be seated and snug against the retainer.
(19) Mask off all screw heads with masking tape and smooth and fair the sealer between the
windshield and windshield frame. Liquid soap may be used to facilitate smoothing the sealer.
Remove the masking tape and clean up the area when through smoothing and fairing the
sealer.
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CAUTION: Do not attempt to pressurize the cabin, or tighten the screws until
the sealer has completely cured.
(20) Allow the sealer (26, Table 202, 56-00-00) to cure for at least 30 hours or more as required for
an ambient temperature of 77°F, at 50% humidity.
NOTE: For every 10°F rise in temperature above 77°F, reduce the cure time by half; for
every 10°F below 77°F, double the cure time.
The cure time of the sealer can be accelerated through the use of heat lamps or
circulation of warm air. Do not allow the temperature to exceed 140°F.
Following windshield replacement, the airplane may continue operation unpressurized,
while the sealer achieves a final cure. To allow continued operation prior to final
cure follow Step (21) without deviation, otherwise proceed to Step (22).
(21) The sealant must be in a setting stage (usually 1 to 2 hours after application). Ensure adjacent
surfaces are clean and free of any oily film and apply speed tape (25, Table 202, 56-00-00) as
follows:
CAUTION: The 2 inch wide tape must be applied evenly; centered on the
seal. This refers to the seal between the windshield frame and
the airframe. By following this procedure the tape cannot come in
contact with the windshield glass. Under no circumstance must the
tape be allowed to contact the windshield glass.
(a) Adhere the tape (25, Table 202, 56-00-00) evenly paying particular attention to the edge
sealing.
(b) Flight altitude temperatures may be different than ground or hanger levels and must be
considered when calculating cure time requirements. The aircraft can be pressurized and
tape removed when the appropriate cure time has been achieved.
(c) When sealant cure time is achieved, proceed to Step (22) to complete the windshield
installation.
(22) After the required cure time has elapsed, torque the windshield mounting screws to 20 inch-
pounds. After torquing, check all screws to ensure that the countersunk heads are properly
seated and that all screws are tight. If shims were used between the windshield and frame,
remove them and fill the gap with sealer.
(23) Touch-up paint the windshield area as required. Paint the windshield retainer in the following
manner:
(a) Mask the windshield and surrounding structure with paper or pasteboard masking material.
CAUTION: Never use aluminum foil to mask off the electrothermal

windshields during painting, for most metal brighteners will
combine with aluminum to form a hydrogen gas that corrodes
the stannous oxide used as an anti-static coating on the
windshields.
(b) Remove the old paint with stripper (12, Table 202, 56-00-00) stripper or an equivalent epoxy
paint stripper.
(c) Sand the windshield retainer with 120 to 280-grit paper.
(d) Clean the sanded retainer with solvent (8, Table 202, 56-00-00) to remove any residue.
(e) Prime the retainer with epoxy primer (13, Table 202, 56-00-00).
(f) Paint the windshield retainer with the appropriate color of urethane paint (14, Table 202,
56-00-00).
(24) Attach the ground jumper wire at the outboard corner of the windshield and connect the power
supply lead at the windshield corner post.
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C. Replacement Criteria
(1) Visibility Impairment: Replace the windshield when areas of delamination are enlarged to the
point of impairing vision, whether or not these areas extend to the edge of the glass. Smaller
delamination appearing as bubbles is no cause for concern. The rate of growth of delaminated
areas should be used as a guide for scheduling windshield replacement.
(2) Heating Impairment Limits: Replace the windshield when the lost heating area exceeds 1/4
to 1/3 of the total heated area.
(3) Cracked Glass :
(a) Applicable to P/N 114-384020-3/4/5/6 Both glass plies are chemically strengthened and
are structural plies. Depending on the stress level on the glass at the time of fracture, the
break pattern will generally be of relatively large size fragments adhered to the interlayer.
Refer to the 1900 Airliner Series Airworthiness Limitations Manual P/N 129-590000-133,
Chapter 04-00-00, CRACKED OR SHATTERED WINDSHIELD.
(b) Applicable to P/N 101-384025-(all dash numbers) If the outboard glass ply should
fracture, the break pattern will generally be of relatively large in size fragments adhered
to the interlayer. If the inboard glass ply should fracture, the break pattern will generally
be of small size fragments adhered to the interlayer. Refer to the 1900 Airliner Series
Airworthiness Limitations Manual P/N 129-590000-133, Chapter 04-00-00, CRACKED
OR SHATTERED WINDSHIELD.
(c) Cracking of the interlayer is usually located in the PPG112 interlayer. Cracking is
caused by moisture attacking the interlayer and causing the interlayer to degrade. The
manufacturer recommends the same criteria be used for this defect as is currently applied
to delamination.
(4) Scratches:
(a) Applicable to P/N 114-384020-3/4/5/6 Scratches or nicks on either surface as deep
as 0.005 inch are considered acceptable as long as vision is not seriously impaired.
Scratches deeper than 0.005 inch require the windshield to be replaced. Refer to the 1900
Airliner Series Airworthiness Limitations Manual P/N 129-590000-133, Chapter 04-00-00,
CRACKED OR SHATTERED WINDSHIELD.
(b) Applicable to P/N 101-384025-(all dash numbers) There are no limits on these defects
for this part numbered windshields as long as visibility is not seriously impaired. Refer to
the 1900 Airliner Series Airworthiness Limitations Manual P/N 129-590000-133, Chapter
04-00-00, CRACKED OR SHATTERED WINDSHIELD.
(5) Glass Adhesion Chips: Glass adhesion chips can occur on the inboard surface of the outer
ply, or the outboard surface of the inner ply. Chips are caused by the vinyl interlayer pulling glass
out of the glass surface and usually form at or near the glass edge. The chip will continue to
expand/propagate until the stress that caused the chip is relieved. A chip in a non-structural ply
is not cause for windshield replacement unless vision is seriously impaired. A chip in a structural
ply causes major glass strength reduction, and is cause for windshield replacement. Refer to the
1900 Airliner Series Airworthiness Limitations Manual P/N 129-590000-133, Chapter 04-00-00,
CRACKED OR SHATTERED WINDSHIELD.
(6) Moisture Damage: The primary cause of moisture ingress is a deteriorated weather seal.
Moisture ingress caused by a deteriorated weather seal will eventually lead to one or all of the
following windshield degradation modes:
(a) Delamination between the glass and PVB interlayer (Separation between glass and
interlayer characterized by a separation line with a different reflection characteristic on
each side of the line). (Ref. Visibility Impairment).
(b) Corrosion of the bus bar - heating wire junctions (black spots at the bus bar - heating wires
interface).
(c) Failure of the electric heating system (lost heating area exceeds 1/4 or 1/3 of the total
heated area). (Ref. Heating Impairment Listing).
(d) Outer glass ply fracture (Ref. Cracked Glass). If the windshield is severely degraded
due to any or all of the above conditions, the useful service life is limited and is cause for
windshield replacement. Refer to the 1900 Airliner Series Airworthiness Limitations Manual
P/N 129-590000-133, Chapter 04-00-00, CRACKED OR SHATTERED WINDSHIELD.
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2. Anti-Static Tab
A. Installation (Aluminum Frames)
(1) Remove the existing anti-static tab from windshields that have removable tabs (Ref. Figure 202).
Clean the windshield glass with solvent (6, Table 202, 56-00-00). A wood or plastic scraper may
be used to aid in removing the sealer.
(2) Center the new anti-static tab on the mark on the windshield retainer that tested 100 megohms or
less in ten different locations. A 0.59 inch section of the anti-static tab must cover the windshield
glass (Ref. Figure 203). Mark the anti-static tab top end at a point 0.5 inch from the outer side of
the windshield retainer. Drill a 0.0980 inch diameter hole through each side of the tab as shown.
(3) Using the two holes drilled in the anti-static tab as a guide, mark the windshield retainer.
(4) Drill two 0.0935 inch diameter holes at the marks on the windshield retainer. Vacuum the area
to remove the debris created by the drilling operation.
(5) Tap the two holes in the windshield retainer with a No. 4-48 flat bottom tap.
NOTE: If the windshield frame is buffed, buff the anti-static tabs before installation.
(6) Attach the anti-static tab to the windshield with two MS35207-212 screws furnished with the kit.
Mask off the anti-static tab with masking tape so that, when the tab is removed, the periphery
of the tab location will be outlined by the tape. Remove the anti-static tab and lightly sand the
bottom end. Sand the windshield retainer until bare metal is exposed.
(7) Clean inside the masked-off area with solvent (6, Table 202, 56-00-00) and apply a strip of
electrical conductive tape (21, Table 202, 56-00-00) approximately 1.125 inches long. Center
the tape in the masked-off area. Install 0.47 inch of the conductive tape on the windshield glass
(Ref. Figure 203). Press the electrical conductive tape down with finger pressure only.
(8) Clean the bottom surface of the anti-static tab and the top surface of the electrical conductive
tape with isopropyl alcohol. Apply an electrical conductive sealant, such as sealer (22, Table
202, 56-00-00), to the top surface of the electrical conductive tape.
(9) Install the anti-static tab on the windshield retainer. The sealant should flow from under the
edges of the tab. If the sealant does not flow out around the tab, remove the tab and apply
additional sealer.
NOTE: Do not press on top of the tab in an attempt to squeeze out the sealer.
(10) Remove the tape from around the anti-static tab and allow the sealant to cure as recommended
by the product instructions.
(11) Mask off the four sides of the tab, leaving 0.0937 inch clearance between the edge of the masking
tape and the edge of the tab. Mask off the top surface of the anti-static tab. Do not mask the
area between the masking tape and the tab.
(12) Apply adhesive (23, Table 202, 56-00-00) or equivalent to the four sides of the anti-static
tab to provide a weather seal. Remove the masking tape and allow the adhesive to cure as
recommended by the manufacturer's instructions.
(13) If necessary, paint the anti-static tab to match the finish on the windshield retainer frame. Do not
buff the tab after installation on the airplane.
(14) Clean the windshield. Refer to CLEANING WINDSHIELDS procedure in this section.
3. Windshield Anti-Static
A. Coating and Tab Inspection (Aluminum Frames)
Inspect the electrically heated windshields at the interval specified in Chapter 05-20-00.
(2) Clean the exterior of the windshield glass with solvent (6, Table 202, 56-00-00).
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Windshield Anti-Static Tab

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Windshield Anti-Static Tab Installation

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CAUTION: To prevent damage to the windshield, observe the windshield

cleaning instructions in Chapter 56-00-00.
NOTE: A megometer capable of reading 100,000,000 ohms (100 megohms) (1, Table 201,
56-00-00) will be required for the following inspection.
(3) Set the meter range dial on 100 megohms and adjust the needle reading to zero.
(4) If necessary, the finish may be removed from a spot on the windshield frame to expose bare
metal to be used as a ground point.
(5) Attach one meter test lead to the bare metal on the windshield frame. Attach the other test lead
to a copper wire mesh pad, such as a Brillo scrub pad.
(6) Contact the windshield glass with the wire mesh pad. Check the meter reading. If the meter
reading is 0 to 100 megohms in at least 10 different locations, no further action is required. If the
finish was removed from a spot on the windshield frame for this test, repaint the spot to match
the surrounding finish.
NOTE: Resistance between the windshield and windshield frame should not exceed 100
megohms. Consistency in the readings is desirable.
(7) If the meter reading is more than 100 megohms, proceed with the following Steps:
NOTE: Do not remove the windshield from the airplane as a result of this inspection.
Contact the Customer Support Department of Textron Aviation Inc. for consultation.
(8) If some of the readings were more than 100 megohms, draw a diagram noting the locations of
the excessive readings, and contact the Customer Support Department of Textron Aviation Inc.
for consultation.
(9) If all the meter readings were more than 100 megohms, perform the following anti-static tab
inspection Steps:
(a) Remove the meter test lead from the wire mesh pad.
(b) Place the meter test lead on the windshield glass within 0.50 inch of the anti-static tab. Do
not press down on the anti-static tab during this inspection.
(c) If the meter reading is 10 megohms or less as the lead is drawn around the anti-static tab,
the anti-static tab is providing sufficient electrical continuity between the windshield retainer
and the anti-static coating on the windshield glass. If the meter reading is more than 10
megohms, continue with the following Steps.
NOTE: During the following test, ensure that the hands and body are completely
insulated from the airplane, windshield, and meter probes. If more than one
anti-static tab is installed, check each tab.
(d) Connect the meter test leads to wire mesh pads. Place one pad within 0.50 inch of the
anti-static tab. Place the other wire mesh pad in 10 different locations on the windshield
and note the resistance readings. If the 10 resistance readings are 100 megohms or less,
a new anti-static tab must be installed.
(10) If intermittent readings of 100 megohms or less were indicated, repeat Step (9). If all resistance
readings were more than 100 megohms, proceed with the following Steps:
(a) Move the meter test lead and pad approximately four inches away from the edge of the
anti-static tab and within 0.25 inch of the windshield retainer. Hold the pad stationary on
the windshield glass.
(b) Place the other pad and test lead in 10 different locations on the windshield and note the
resistance readings.
(c) Place a mark on the windshield retainer in the vicinity of the stationary pad. At the mark,
write the number of resistance readings that were 100 megohms or less. If all ten resistance
readings were 100 megohms or less, install a new anti-static tab. Center the new tab on
the mark made on the windshield retainer.
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(d) If ten resistance readings of 100 megohms or less were not found, move the meter test lead
approximately four inches from the previous test point and take an additional ten resistance
readings with the wire mesh pad. The other meter test lead must remain within 0.25 inch
if the windshield retainer.
(e) At each test point, mark the windshield retainer and record the number of meter readings
of 100 megohms or less. If a point has ten resistance readings of 100 megohms or less,
install a new anti-static tab at that mark. If only intermittent readings of 100 megohms or
less were found, repeat Step (9).
NOTE: If meter readings of 100 megohms were not indicated at any test point, do not
remove the windshield from the airplane until contacting the Customer Support
Department of Textron Aviation Inc. for consultation.
(11) Restore electrical power as required.

B. Cleaning Windshields
Glass windshields with anti-static coating should be cleaned as follows:
(1) Wash excessive dirt and other substances from the glass with clean water.
(2) Clean the windshield with mild soap and water or with a 50/50 solution of solvent (6, Table 202,
56-00-00) and water. Wipe the glass surface in a straight rubbing motion with a soft cloth or
sponge. Never use any abrasive materials or any strong acids or bases to clean the glass.
NOTE: It is equally essential that the windshield wipers be thoroughly cleaned. Operating
the wipers when they are dirty is a common source of scratches on the windshield.
Do not attempt to polish out such nicks or scratches in the glass surface.
4. Bonded Anti-Static Tab

A. Repair (Aluminum Frames)
(1) Tape off an area around the fiberglass cover tab. The area should be large enough to protect
the glass and contain excessive sealant flow.
(2) Using the plastic wedge (2, Table 201, 56-00-00), gently pry the fiberglass tab away from the
windshield surface. Do not disconnect the tab from the metal edge attachment.
(3) Fold the fiberglass cover tab back over the metal edge attachment and tape it down out of the
work area.
(4) Using the plastic wedge, pry the copper tab away from the windshield surface. Do not break or
sever the braided wire attaching the copper tab. Tape the tab out of the work area.
(5) Gently scrape the sealant from the windshield surface with the plastic wedge.
(6) Remove any residual sealant by rubbing the area with a soft cloth dampened with solvent (8,
Table 202, 56-00-00). The glass may exhibit some staining that cannot be removed; however, it
is not detrimental to the tape bond.
(7) Using a 40 watt pencil type soldering iron (3, Table 201, 56-00-00), melt the solder attaching the
copper tab to the braided wire and separate the wire from the tab.
(8) Cut a piece of copper foil tape (18, Table 202, 56-00-00) 1/2 inch long.
(9) Remove the tape backing, being careful not to contaminate the adhesive with body oils or dirt.
Place the copper tape over the area originally used for tab bonding. Rub the tape down to the
surface of the windshield with the plastic wedge.
(10) Position a section of wire solder on the center of the copper tape (installed in the previous Step).
Apply the tip of the pencil soldering iron to the solder just long enough to melt a puddle of solder
with a maximum diameter of 1/8 inch. Remove the soldering iron and the solder simultaneously.
(11) Using tweezers or some other suitable tool, hold the braided wire to the top of the solder spot.
Apply the tip of the soldering iron to the braided wire at the solder spot. Remove the soldering
iron as soon as the solder has blended with the braided wire.
(12) Remove any excess flux with a cotton swab dampened with solvent (8, Table 202, 56-00-00).
Wipe the interior of the taped-off area with solvent (6, Table 202, 56-00-00).
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CAUTION: Use only minimal amounts of solvent and isopropyl alcohol, as

either could destroy the adhesive bond of the copper tape.
(13) Thoroughly clean the bond surface of the fiberglass cover tab with solvent (6, Table 202, 56-00-
00). Using a cotton swab, apply a moderate coat of primer (19, Table 202, 56-00-00) to the bond
surface of the fiberglass cover tab. Allow the primer to dry for approximately two minutes.
(14) Apply a 1/16 to 1/8 inch thick layer of electronic grade silicone rubber (20, Table 202, 56-00-00)
over the copper tab and inner boundaries of the taped off area.
(15) Fold the fiberglass cover tab back to its original position and tape it in place. Apply sufficient
pressure to the cover tab with the tape to assure a weather-proof seal. Allow the sealant to cure
for 24 hours before removing the tape.
(16) Remove excessive sealant flow from the tape by gently rubbing it with the plastic wedge. After
the excessive sealant has been removed, remove the tape.
(17) Clean the windshield. Refer to CLEANING WINDSHIELDS procedure in this section.
5. Windshield Weather Seal Inspection and Repair

A. Seal Inspection
Inspect the weather seal between the glass and windshield retainer at the interval specified in Chapter
05-20-00.
(1) Turn off all electrical power to the airplane.
NOTE: The entire weather seal should be inspected to determine if it is well bonded to
glass and retainer surfaces. If there is evidence that portions of the seal can be
lifted with finger or spatula pressure, the seal must be repaired or replaced. If the
Hump Seal is damaged, a temporary repair (good for seven days) can be made per
TEMPORARY HUMP SEAL REPAIR. This temporary repair will allow the operator
to fly the airplane until it can be scheduled into maintenance such that either a hump
seal repair or hump seal replacement can be carried out. It is essential that repairs
are made as needed to ensure maximum windshield service life.
(2) Thoroughly inspect the weather seal for debonding, cracks, or deterioration. Particular attention
should be given to areas eroded by the wiper blades along the top and bottom of the windshield.
If the seal is damaged or debonded, refer to WINDSHIELD REPLACEMENT CRITERIA
procedure, to insure the windshield is serviceable.
NOTE: Weather seals made from silicone material must be repaired with sealer (26, Table
202, 56-00-00). Weather seals made from polysulphide material must be repaired
with sealer (24, Table 202, 56-00-00). It is easy to distinguish the difference between
the seal material used, the silicone seal will be flush with the windshield and frame
surface and will appear translucent white, or a milky color. The polysulphide seals
will be humped over the seal area and appear either gray or black depending on
the date of manufacture.
(3) Repair silicone seals per SILICONE SEAL REPAIR procedure in this section. Repair or replace
the hump seal using Seal Kit 101-5172-1 (LH) or -2 (RH), or perform HUMP SEAL REPAIR/
REPLACEMENT procedure in this section.
NOTE: It is acceptable to repair or replace existing gray or black hump seals, or to replace
gray hump seals with black hump seals on all 1900 Airliner models, except for
some very old models that do not have the latest windshield design. All hump seals
are to be installed per kit instructions.
B. Silicone Seal Repair
Inspect the weather seal between the glass and windshield retainer at the interval specified in Chapter
05-20-00.
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CAUTION: To prevent nicks or scratches to the windshield, do not use a metallic

scraper when removing old sealant material.
(2) Carefully remove any damaged or deteriorated sealant.
(3) Clean the damaged area of the seal with solvent (7, Table 202, 56-00-00). Wipe with a clean,
dry cloth before the solvent evaporates.
(4) Apply sealer (26, Table 202, 56-00-00) to the damaged area until flush with the existing surface
and overlapping the windshield and retainer by 0.125 to 0.250 inch. Smooth adhesive to match
the original contour, liquid soap may be used to smooth adhesive.
NOTE: At 75°F with 50% relative humidity, sealant (26, Table 202, 56-00-00) is tack free
in eight hours. Cure time is 30 hours. For every 10°F rise in temperature (to a
maximum of 140°F) the cure time is cut in half. For every 10°F decrease the cure
time is doubled.
(5) Allow the sealant to cure before flight, or perform Step (21) of WINDSHIELD INSTALLATION
C. Temporary Hump Seal Repair
NOTE: This is a temporary hump seal repair and may be used for a maximum of seven days.
After which time, a permanent repair must be accomplished.
The aluminum speed tape should be only wide enough to ensure full coverage over the
channel between the glass and the frame to prevent the ingression of moisture.
(1) Apply aluminum speed tape (25, Table 202, 56-00-00) to the outside periphery of the windshield.
There are no tape length limitations.
D. Hump Seal Repair/Replacement
NOTE: This procedure applies to installed windshields that have hump seals as the primary
weather seal between the glass and retainer. The seals will be either gray or black
depending on the date of manufacture.
CAUTION: To prevent scratches or nicks to the windshield, use extreme care

if using metallic tools to remove old sealant material.
(2) Apply masking material to the outer glass surface of the windshield leaving 1 1/2 inches of
exposed glass along the glass edge interface.
CAUTION: Extreme care must be taken if removing sealant along the bottom of
the windshield and Anti-static grounding tabs (Ref. Figure 202).Be
careful not to abrade or scratch the outer glass ply surface with the
Scotch-Brite pad or sandpaper.
(3) Carefully remove any damaged or deteriorated sealant with a single edge safety razor held at a
very shallow angle, by shaving along the surface. This can be made easier by slightly bending
the razor at the center to insure the corners do not scratch or cut into the outboard glass surface.
All sealant can be removed from the windshield surface with the razor blade. The small amount
of sealant that remains on the retainer can be removed using a Scotch-Brite pad (29, Table 202,
56-00-00) soaked in solvent (6, Table 202, 56-00-00). Clean a small area at a time, followed
by alcohol rinse (6, Table 202, 56-00-00), then dry with a clean cloth. Discard soiled cloths
regularly to prevent depositing contaminants. Sealant in the gap between the windshield and
retainer does not need to be removed and it is permissible to leave a small amount of sealant
on the anti-static tabs.
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CAUTION: In Step (4), ensure a slurry is maintained. Rubbing the windshield

with dry cleanser will scratch the windshield.
(4) Soak cheese cloth with water and using a slurry of cleanser (28, Table 202, 56-00-00) and water,
polish the glass surface by hand only in the repair area where the seal material will be applied
until a water-break free surface is observed. (A water-break free surface completely wets or
sheets over the glass with no sign of drawing up into droplets showing dry areas in between.)
Achieving a water-break free surface is critical to insure adhesion of sealant to the outer glass
surface.
(5) After a water-break free surface is obtained, clean the entire area with solvent (6, Table 202,
56-00-00) and allow to air dry.
(6) Mark the retainer in the repair area to match the outer edge of the remaining seal and mark
the windshield in the repair area to match at the inner edge of the remaining seal. Apply 1 inch
masking tape along the marks on the retainer and along the marks on the windshield (You may
use several layers of tape to form an edge to guide the hump seal forming tool). The area left
open should match the original area where the hump seal was. Ensure the remaining area of
glass (daylight opening) is masked to protect the glass surface during the repair operation.
(7) Wet a piece of clean cheese cloth with primer (27, Table 202, 56-00-00) and in one smooth,
continuous motion apply a thin coat of primer to the surface of the windshield and retainer. The
primer should dry clear. If a haze, or streaks appear, repeat Steps (3) thru (6) and apply primer.
(8) Mix sealant (24, Table 202, 56-00-00) per manufacturers instructions. Using a plastic spatula,
apply sealant to repair area.
(9) Using the hump seal tool (7, Table 201, 56-00-00), form the outboard seal, matching the contour
of the existing weather seal as closely as possible.
(10) Blend the ends of the repair area to match the existing seal by rubbing very lightly with a cellulose
sponge saturated with water.
(11) After the seal is formed, immediately remove the 1 inch masking tape while the sealant is wet.
(12) Smooth the surface of the sealant by rubbing the surface of the sealant very lightly and briskly
with a cellulose sponge saturated with water.
(13) Allow sealant to cure. Cure time reference is based on 75°F and 50% relative humidity. For
every 10° to 15°F rise in temperature (to a maximum of 140°F), the cure time is cut in half.
For every 10° to 15°F decrease in temperature, cure time is doubled. Sealer (24, Table 202,
56-00-00) is tack free in 8 hours; full cure time is 30 hours.
(14) After sealant is cured, remove masking and clean as necessary. Inspect for voids and repair as
necessary.
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FLIGHT COMPARTMENT STORM WINDOW - DESCRIPTION AND OPERATION
1. General
A. Storm Window Seals
(1) The primary seal for the storm window is installed onto the inner surface of the fuselage pan
assembly. The seal performs two functions: it keeps the cabin pressure from escaping during
flight and prevents water from entering the cockpit when the airplane is parked.
(2) A newer style storm window includes a secondary seal. This secondary seal is installed on
the outer surface of the window and mates up against the primary seal. The secondary seal
is designed to increase contact pressure and friction on the primary seal, providing improved
noise reduction and leak prevention. This secondary seal can be installed to existing storm
windows as required. Although the secondary seal is designed to improve the sealing of the
storm window, it is possible that in some installations the secondary seal may actually worsen
the seal or increase noise. Because of this, the secondary seal should be considered optional
and may be removed if desired.
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FLIGHT COMPARTMENT STORM WINDOW - MAINTENANCE PRACTICES
1. Storm Window
A. Inspection
(1) Inspect storm window (1) for cracks or crazing of the surface (Ref. Figure 201).
(2) Check latch assembly (11), hinge halves (2 and 16) and hold open detent (17) for proper
operation.
(3) Inspect the primary (4) and the optional secondary (3) seals for deterioration and proper fit to
the frame and storm window (1).
(4) Check the adjustment of the storm window. There should be no wind noise or water leakage.
(5) Inspect the storm window frame for evidence of corrosion or trapped water.
B. Removal
(1) Open storm window (1) until the hold open detent (17) engages (Ref. Figure 201).
(2) Remove screws (5), washers (6), nuts (7) and gasket (19) from storm window (1) and the storm
window hinge half (2). Remove the storm window from the airplane.
(3) If the hinge assembly is to be removed, remove bolts (18) securing the hinge to the airplane
structure and remove the hinge.
(4) If the storm window is to be replaced with a new window, remove screws (13), washers (14) and
capnuts (15) from latch assembly (11) and rubber gasket (12). Remove the latch assembly and
gasket from the storm window.
C. Primary Seal Removal
(1) With storm window (1) opened or removed, remove primary seal (4) and adhesive from the
window frame (Ref. Figure 201).
(2) Remove any remnants of the seal or adhesive from the window frame.
D. Primary Seal Installation
(1) Ensure the storm window frame is completely free of any traces of old adhesive.
(2) Apply adhesive (17, Table 202, 56-00-00) to the storm window primary seal (4) in the area it will
contact the window frame and to the mating area of the window frame (Ref. Figure 201). Allow
the adhesive to dry until tacky.
(3) Install the storm window primary seal (4). Ensure that the seal fits flush against the storm window.
Press the seal firmly to bond the seal to the window frame.
(4) After the adhesive has completely cured, perform the STORM WINDOW INSTALLATION AND
ADJUSTMENT procedure in this section.
E. Secondary Seal Removal
(1) Perform the STORM WINDOW REMOVAL procedure in this section.
(2) Completely remove secondary seal (3) and adhesive from storm window (1). Ensure the window
is completely free of any traces of seal or adhesive (Ref. Figure 201).
F. Secondary Seal Installation (Optional)
(1) Clean the perimeter of storm window (1) (Ref. Figure 201) using solvent (7, Table 202, 56-00-
00).
(2) Using a cloth that is dry and clean, wipe the cleaned area dry before the solvent has evaporated.
NOTE: Do not exceed a total adhesive thickness of 0.25 inch.
(3) Apply adhesive (30, Table 202, 56-00-00) to secondary seal (3) and the cleaned area of storm
window (1).
(4) Install storm window secondary seal (3) on storm window (1), ensure the seal fits flush against
the storm window. Press the seal firmly to bond the seal to the window (Ref. Figure 201).
(5) Allow the adhesive to cure for 30 minutes minimum at 77°F.
(6) With the primary seal installed and the adhesive on the secondary seal completely cured,
perform the STORM WINDOW INSTALLATION AND ADJUSTMENT procedure.
G. Installation and Adjustment
(1) Inspect the storm window primary seal (4) and the optional secondary seal (3) for condition.
Replace as necessary (Ref. Figure 201).
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(2) If storm window (1) is being replaced with a new window, install rubber gasket (12) and latch
assembly (11) on the storm window with two attaching screws (13), washers (14) and capnuts
(15). Do not overtighten.
(3) If the storm window frame hinge half (16) was removed, position the hinge half onto the airplane
structure and secure with three attaching bolts (18).
CAUTION: When attaching the acrylic storm window to the hinge half
(2), torque the attaching screws 2 to 4 inch-pounds above the
torque required to turn the nut with the screw. Exceeding the
recommended torque values will cause the window to crack at the
hinge attaching points.
(4) Position gasket (19) and storm window (1) on the window hinge half (2) and install five screws
(5), washers (6) and nuts (7). Torque the screws 2 to 4 inch-pounds above that required to turn
the nut with the screw.
(5) Close and latch the storm window.
(6) If the primary seal (4) is the only seal installed, inspect the storm window (1) for a tight fit against
the window frame seal. If both primary seal and optional secondary (3) seals are installed,
inspect the storm window by observing that both seals fit tightly together.
(7) Adjust the hinge assembly along the three slotted holes as required to achieve an effective seal
or to allow the window to be closed and latched without undue force. If the adjustment is at the
end of its travel, the slots in the hinge assembly may be lengthened slightly until the window can
be closed and latched without undue force. The window should be positioned in the center of
the cutout in the skin.
(8) With the storm window closed and latched, pour water on the outside of the window. From inside
the cockpit, check the lower edge of the storm window for leaks.
(9) If leaks are found, repeat Steps (7) and (8) and then perform the STORM WINDOW STOP
ADJUSTMENT procedure.
H. Stop Adjustment
(1) Open the storm window (1) and loosen the bolts (9) securing the storm window stop assembly
(8) in its slotted mounts (Ref. Figure 201).
NOTE: If the window stop assembly is at the end of its travel adjustment, the window stop
may be bent outboard to obtain a tighter seal.
(2) Slide the storm window stop assembly (8) outboard to obtain a tight seal.
(3) Tighten the storm window stop assembly mount bolts (9).
(4) If leaks are found, perform Steps (7) and (8) contained in the STORM WINDOW INSTALLATION
AND ADJUSTMENT procedure in this section.
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Storm Window Installation

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FLIGHT COMPARTMENT SIDE WINDOW - MAINTENANCE PRACTICES
1. Side Window
A. Removal
(1) Remove the forward partitions (Ref. Chapter 25-20-02).
(2) On the left side, remove the upper trim angles from the forward frame of the cabin door opening
(3) Remove the Flight Compartment seats (Ref. Chapter 25-10-00).
(4) Remove the headliner from its retainer strip at the top of the window (Ref. Figure 201).
NOTE: If the RH window frame is to be removed, remove the screws from the RH circuit
breaker panel and move it slightly away from the upholstery before removing the
upholstery panel from its retainer.
(5) Remove the upholstery panel from its retainer strip at the bottom of the window frame.
(6) Remove the attaching screws from both the upper and lower retainer strips and remove the
retainer strips.
(7) Remove the bolts and washers from the storm window stop and remove the stop.
(8) Work the plastic window frame away from the airplane structure.
(9) Remove the screws from the outer window retainer and remove the retainer.
(10) Carefully remove the outer window from the airplane.
(11) Clean all residual sealer from the inner retainer ring and the outer window frame.
B. Installation
(1) Apply sealant (24, Table 202, Chapter 56-00-00) around the periphery of the side window (Ref.
Figure 201).
(2) Install a new seal around the rim of the window with the sealing ridges on the outboard side of
the window. All surfaces of the seal must lay flat against the window when installed.
(3) Position the window in the outer window frame. Ensure that the window is centered in the frame
(4) Install the metal retainer ring and secure it with the attaching screws.
CAUTION: Use care not to cut or scratch the window pane when cutting away
the center portion of the window seal.
(5) Using a single edge razor blade, cut away and remove the excess portion of the rubber seal,
flush with the cutout in the fuselage skin. Fillet seal the resulting gap between the window and
fuselage skin with sealant (24, Table 202, Chapter 56-00-00).
(6) Remove the protective paper from the outer window pane. Thoroughly clean the outer window
pane.
(7) Install the plastic window frame in place around the side window. Position the upper and lower
upholstery retainer strips in place on the window frame and secure each with the attaching
screws.
(8) If necessary, install the RH circuit breaker panel and secure it with the attaching screws.
(9) Install the upholstery panel and the headliner in their respective retainer strips.
(10) Install the flight compartment seats (Ref. Chapter 25-10-00), the upper trim angles on the
forward frame of the entrance door (Ref. Chapter 25-10-02) and the forward partitions (Ref.
Chapter 25-20-02).
2. Flight Compartment Window Inspection and Repair Procedure

Both side and storm windows of the flight compartment are made of a single-ply stretched acrylic material.
Thorough inspection criteria for all side windows are presented in Chapter 56-20-00. A preflight inspection
should be conducted by the pilot to disclose any possible condition that could warrant further inspection
during the procedures in Chapter 56-20-00.
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Flight Compartment Side Window Installation

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PASSENGER COMPARTMENT - MAINTENANCE PRACTICES
1. Cabin Outer Window

A. Removal
(1) Remove the six screws from the window retainer and remove the retainer and the Lexan ring
(Ref. Figure 201).
CAUTION: Do not damage the window frame, fuselage skin on upholstery while
removing the window.
(2) Remove the plexiglas window from the window frame by pushing in on the window from the
outside or by prying from the inside.
B. Installation
CAUTION: To avoid scratches and other damage when installing a new window
pane, leave the protective paper attached to the center of the window.
Pull the paper away from the edge enough to allow installation of the
Lexan ring and retainer. Do not install the retainer over the paper.
(1) Install a new seal around the perimeter of the new window (Ref. Figure 201).
CAUTION: Install the window with its slight curvature matching the fuselage
curvature. It is possible to install the window backwards.
(2) Place the window and seal in the installed position against the window frame.
(3) Place the Lexan ring in its installed position against the window. Place the retainer against the
window frame. The ends of the retainer should be up and the flat surface should be towards the
window.
(4) Position one end of the retainer in the window frame so that a screw and washer can be started
in one of the end holes. Tighten the screw no more than finger tight.
(5) Push the retainer into the window frame so that a screw and washer can be started in the second
hole from the end of the retainer. Tighten the screw finger tight.
NOTE: It may be necessary to strike the retainer with a rubber mallet or wooden hammer
handle in order to make it fit inside the window frame. Be careful not to damage
the Lexan ring.
(6) When working around the window and towards the other end of the retainer, insert and partially
tighten the remaining screws and washers.
(7) When all screws and washers have been installed, tighten all screws.
(8) Remove the protective cover from the window and clean the window with an approved acrylic
window cleaner (3, Table 202, 56-00-00).
2. Fuselage Side Window

A. Inspection
The most forward passenger (one LH and one RH) side windows of the airplane are made of a fail-
safe, multi-ply stretched acrylic material. Inspect these windows as shown in Figure 202 for deep
scratches, chips, excessive crazing, and all other evidence of damage. Refer to Table 201 for damage
types and recommended action. A preflight inspection should be conducted by the pilot to disclose
any possible condition that could warrant immediate further inspection as noted above.
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Cabin Outer Window Installation

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1. The remaining cabin side windows and flight compartment storm and side windows are made of a
single-ply stretched acrylic material. These windows are life-limited as indicated in the 1900 Airliner
Series Airworthiness Limitations Manual P/N 129-590000-133, Chapter 04-00-00. These windows
should be inspected, as shown in Figure 203, for deep scratches, chips, excessive crazing, and
all other evidence of damage. Refer to Table 202 for damage types and recommended action. A
preflight inspection should be conducted by the pilot to disclose any possible condition that could
warrant immediate further inspection as previously noted.
Table 201. Multi-ply Window Damage
Damage Type Location Probable Cause Recommended Action

Scratches, abrasions, Inner ply Improper maintenance or Airplane MUST be
gouges and chips with a cleaning procedures operated unpressurized
maximum depth of 0.015 until the window is
inch replaced.
Outer ply Improper maintenance Damage may be
cleaning procedures or worked out (Ref.
object impact ACRYLIC WINDOW
REFURBISHING
PROCEDURE).
Scratches, abrasions, Inner ply Improper maintenance or Immediate replacement
gouges and chips with a cleaning procedures of the window is
depth in excess of 0.015 mandatory before further
inch flight.
Outer ply Improper maintenance, Airplane MUST be
cleaning procedures or operated unpressurized
object damage until the window is
replaced.
Crazing with a maximum Inner ply Contact with unapproved Airplane MUST be
depth of 0.015 inch cleaners, solvents or operated unpressurized
chemical compounds; until the window is
stress fatigue replaced.
Outer ply Contact with unapproved Damage may be
cleaners, solvents or worked out (Ref.
chemical compounds; ACRYLIC WINDOW
stress fatigue REFURBISHING
PROCEDURE).
Crazing with a maximum Inner ply Contact with unapproved Immediate replacement
depth in excess of 0.015 cleaners, solvents or of the window is
inch chemical compounds; mandatory before further
stress fatigue flight.
Outer ply Contact with unapproved Airplane MUST be
cleaners, solvents or operated unpressurized
Haziness and cloudiness Inner ply Contact with unapproved Airplane MUST be
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Table 201. Multi-ply Window Damage (continued)

Outer ply Contact with unapproved Airplane MUST be
Pane delamination Stress; extreme heat at Airplane MUST be
high humidities. operated unpressurized
until the window is
replaced.
Out of contour Excessive heat or If window is out of
pressurization, high contour beyond limits
humidity, water specified by detail A-A or
absorption, chemical detail B-B of Figure 202,
or solvent absorption. remove the window and
ensure that it measures
18.05 inches minimum
along the curvature of
the vertical axis and
11.80 inches minimum
along the horizontal
axis. If the window does
not meet this criteria,
immediate replacement
is mandatory before
further flight.
Distortion Improper restoration If distortion is caused
when removing damage by poor restoration
from outer ply; chemical techniques, the window
or solvent damage. may be replaced at will
with no flight limitations.
However, if the distortion
is the result of chemical
or solvent damage,
the airplane MUST be
operated unpressurized
until the window is
replaced.
Circumferential cracks, at Inner ply Improper maintenance; Airplane MUST be
least 2 inches from the stress fatigue. operated unpressurized
window frame until the window is
replaced.
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Table 201. Multi-ply Window Damage (continued)

Outer ply Improper maintenance; Airplane may be operated
stress fatigue; object for a maximum of 20
impact. hours at a reduced
pressure of 4.6 psid with
a maximum altitude of
25,000 feet.
Circumferential cracks Inner ply Improper maintenance; Airplane MUST be
within 2 inches of the stress fatigue. operated unpressurized
window frame until the window is
replaced.
Outer ply Improper maintenance; Airplane MUST be
stress fatigue; object operated unpressurized
impact. until the window is
replaced.
Table 202. Single-ply Window Damage
Damage Type Probable Cause Recommended Action

Scratches, abrasions, gouges and Improper maintenance cleaning Damage may be worked out
chips with a maximum depth of procedures or object impact. (Ref. ACRYLIC WINDOW
0.015 inch. REFURBISHING PROCEDURE).
CAUTION: Repair may

cause optical
distortion.
Scratches, gouges and chips with Improper maintenance cleaning Airplane MUST be operated
a maximum depth in excess of procedures or object impact. unpressurized until the window is
0.015 inch. replaced.
Crazing with a maximum depth of Contact with unapproved cleaners, Damage may be worked out
0.015 inch. solvents or chemical compounds; (Ref. ACRYLIC WINDOW
stress fatigue. REFURBISHING PROCEDURE).
Crazing with a maximum depth in Contact with unapproved cleaners, Immediate replacement of the
excess of 0.015 inch. solvents or chemical compounds; window is mandatory before
stress fatigue. further flight.
Haziness and cloudiness Improper maintenance cleaning Properly clean the window.
procedures; contact with Reinspect and check for scratches,
unapproved cleaners, solvents abrasion or crazing; if present,
or chemical compounds; stress follow above action. If the damage
fatigue. is the result of chemical exposure,
the airplane MUST be operated
unpressurized until the window is
replaced.
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Table 202. Single-ply Window Damage (continued)

Damage Type Probable Cause Recommended Action
Out of contour Excessive heat or pressurization, If window is out of contour beyond
high humidity, water absorption, limits specified by detail A-A or
chemical or solvent absorption. detail B-B of Figure 202, remove
the window and ensure that it
measures 18.05 inches minimum
along the curvature of the vertical
axis and 11.80 inches minimum
along the horizontal axis. If
the window does not meet this
criteria, immediate replacement is
mandatory before further flight.
Distortion (Flight Compartment) Improper restoration methods. Immediate replacement of the
Chemical or solvent damage. window is mandatory before
further flight.
Distortion (Cabin) Improper restoration methods. If distortion is caused by poor
Chemical or solvent damage. restoration techniques, the window
may be replaced at will with no
flight limitations. However, if
distortion is the result of chemical
or solvent damage, the airplane
MUST be operated unpressurized
until the window is replaced.
Cracks through the thickness. Improper maintenance; stress Immediate replacement of the
fatigue, object impact. window is mandatory before further
flight. Refer to the Airworthiness
Limitations Manual.
3. Window Attach Frames

A. Inspection and Repair
Perform the following inspection of the window attach frames on all airplanes. Refer to Chapter 05
for the inspection time intervals.
(1) Press on the cabin windows and the flight compartment side windows from the outside of the
airplane. If no movement is observed, no further action will be required. If there is an indication
of looseness, and it appears that the window frame has debonded from the skin, proceed as
indicated in the following Steps:
(2) Remove each loose window as directed in this subchapter.
(3) With the frame pressed back against the outer skin, drill 0.098-inch diameter holes through the
frame and skin at a distance of 0.20 inch from the edge of the frame with a No. 40 drill. Drill the
holes 6 inches apart in the areas where the frame has separated from the skin.
(4) Countersink the holes 100 degrees on both sides. The holes on the frame assembly side need
to be countersunk only enough to hold the frame in place while the epoxy adhesive dries and
the rivet butts are made flush.
CAUTION: Pry the frame and skin apart only enough to permit repair. Any
attempt to break the two free from one another may result in damage
to either or both.
(5) Pry the frame and skin apart enough to sand their mating surfaces with 380-grit sandpaper until
all the adhesive is removed.
(6) Clean the mating surfaces with naphtha (7, Table 202, 56-00-00) and a clean cloth until all the
residue of adhesive is removed.
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(7) Mix the adhesive (15, Table 202, 56-00-00) in accordance with the manufacturer's directions and
apply it onto the mating surfaces.
(8) Install NAS1097 rivets and flatten the rivet butts enough to fill countersink.
(9) Flush the rivet butts to the frame assembly and remove all the excess epoxy adhesive with
naphtha and a clean cloth.
(10) Install the windows as outlined in the preceding portions of this Chapter.
4. Acrylic Window
A. Refurbishing Procedure
Tables 201 and 202 outline the types and limits of window damage which may be repaired utilizing
this procedure. If any unusual conditions are found that are not covered in Table 201 or 202, contact
the Airline Customer Support Department, Textron Aviation Inc., Wichita, KS 67201.
NOTE: The flight compartment side windows may be refurbished 0.015 inch to 0.297 inch
from the original thickness of 0.312 inch. The single-ply cabin side windows may be
refurbished 0.015 inch to 0.173 inch from the original thickness of 0.188 inch. The
multi-ply cabin side windows may be refurbished 0.015 inch to 0.195 inch from the
original thickness of 0.210 inch.
(1) Mask off major portions of the window which are not involved in the refurbishing.
(2) Use wet abrasives only.
(3) Flush the window surface with a liberal amount of water after using each abrasive grade.
(4) Use a straight-line sanding motion and alternate the line of sanding at right angles to cross the
sanding pattern.
(5) Gradually lighten the working pressure on the abrasive as each finer grade is utilized. Do not
exert excessive force on the window pane.
(6) Work a marginally larger area as each finer abrasive is used. Completely remove each previous
sanding pattern before moving to the next finer abrasive.
(7) Do not overheat the acrylic window.
(8) Start the refurbishing procedure with 240-grit wet/dry silicone carbide cloth or equivalent and an
orbital sander. Use this combination until all traces of the damage have been removed.
(9) Use a 320-grit wet/dry silicone-carbide cloth with the orbital sander and work the window until
the 240-grit pattern has been removed.
(10) Repeat Step (9) using 400-grit, 600-grit, 1,800-grit, 2,400-grit, 3,200-grit, 4,000-grit and 6,000-
grit silicone carbide cloth in succession.
(11) Finish the refurbishing procedure using an 8,000-grit, cushioned abrasive cloth or cerium oxide.
(12) Inspect the finished window following the inspection procedure shown in Figure 203 to ensure
that all damage and grit patterns have been removed.
(13) When satisfied that the window has been properly refurbished, apply a small amount of antistatic
cleaner or wax to the window and buff to a high luster. For removal of minor crazing or scratches,
the Micro-Mesh kit (9, Table 202, 56-00-00) is recommended.
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Window Inspection Procedure

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CHAPTER
57
WINGS
BEECHCRAFT®
MAINTENANCE MANUAL

57-Title Page 1
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MAINTENANCE MANUAL
CONTENTS
WINGS - GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57-00-00 Page 1
Wings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57-00-00 Page 1
WINGS MAIN FRAME - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57-10-00 Page 201
Landing Gear Keel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57-10-00 Page 201
WING TIP - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57-30-00 Page 201
Wing Tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57-30-00 Page 201
AILERONS - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57-60-00 Page 201
Aileron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57-60-00 Page 201
BEECHCRAFT®
MAINTENANCE MANUAL
WINGS - GENERAL
1. Wings
A. Description
(1) This wing is fabricated and assembled as a one-piece unit spanning from left Wing Station
318.915 to right Wing Station 318.915. The upper and lower main spar caps are continuous
from left Wing Station 215.376 to right Wing Station 215.376. The lower main cap is made
from three extrusions bonded together, with any two of the three capable of withstanding the
limit load. The upper cap of the main spar and the rear spar caps are machined extrusions.
Outboard rear spar caps are joined to the center section caps in permanent joints outboard of
the nacelles. These joints use nested angles as splice plates. Aluminum alloy sheet metal webs
and stiffeners complete the spar assemblies. The primary structural materials in the wing are
2024 alclad aluminum alloy sheet, with 2014, 2024, 7075 and 7175 aluminum alloys used for
forgings and extrusions.
(2) Outboard of the nacelle, the wing is a one-cell semimonocoque box structure of conventional
and metal bonded design. The leading edge assembly and the main section assembly are each
joined to the wing spar by a single row of rivets.
(3) Tubing is routed through the box section to be utilized for wire routing. A subspar is installed
forward of the rear spar from Wing Station 114.25 through Wing Station 159.515 to provide
utilization for control cable routing. Chordwise, the main section tanks extend from the leading
edge skin to the rear spar.
(4) The main and rear spars in the center section of the wing are parallel in the plan view. A subspar
located forward of the rear spar provides a tunnel for control cables and flap drive shafts and
also serves as a fuel wall for the aft side of the center section wet fuel tank. The subspar extends
from the root rib to the nacelle.
(5) The nacelle keel members are machined aluminum alloy plate and incorporate the landing gear
hinge point support structure. Formed sheet metal formers and stringers establish the nacelle
contours and a cavity for the main landing gear.
(6) The ailerons are symmetrical sections, except in the wing tip area. They are hinged at the
centerline and have overhanging aerodynamic balance. Each aileron has a single channel-
section spar as a main structural member. The aileron is attached to the wing at three hinge
points. The aileron spar and skins are 2024 aluminum alclad sheet. An adjustable trim tab is
located at the inboard end of the left aileron.
(7) The single-slotted flaps are fabricated in four sections, one on each outboard wing panel and
one on each side just outboard of the fuselage. The structural material is 2024 alclad aluminum
and 6061 aluminum sheet. Each flap has a single channel section spar. The outboard flap
skins have chordwise beads in both top and bottom skins. The inboard flap skins are beaded
chordwise aft of the spar on the bottom side only. Each flap is mounted on two tracks that are
attached to the wing rear spar. Anti-friction rollers in the flap roll in slots in the flap tracks.
B. Recommended Materials
are provided for reference only and are not specifically recommended by Textron Aviation Inc. (TAI).
The products included in this chart have been tested and approved for aviation usage by TAI, by
the supplier, or by compliance with the applicable specifications. Generic or locally manufactured
products which conform to the requirements of the specification listed may be used even though not
included herein. Only the basic number of each product specification is listed. No attempt has been
made to update the listing to the latest revision. It is the responsibility of the technician or mechanic
to determine the current revision of the applicable specification prior to usage of the product listed.
This can be done by contacting the supplier of the product to be used.
57-00-00 Page 1
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MAINTENANCE MANUAL

1. Sealer PR-1440 B1/2 Courtaulds Aerospace, Seal wing tip to wing
Inc., 21800 Burbank seam.
Blvd., Woodland Hills, CA
91365-4226
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MAINTENANCE MANUAL
WINGS MAIN FRAME - MAINTENANCE PRACTICES
1. Landing Gear Keel
WARNING: Cracks found in the trunnion bolt area are not repairable. If cracks are
found in this area, the entire keel must be replaced.
A. Inspection
NOTE: Zone inspection area: 700
(1) Degrease keel area inside of wheel well.

(2) Inspect the inboard and outboard keels in the left and right wheel wells. Inspect for cracks,
corrosion, damage and loose or missing rivets. Inspect the entire keel area, paying particular
attention to cracks emanating from the trunnion bolt area (Ref. Figure 201).
(3) Using a 10X power or greater magnifying glass, inspect the flanged areas of the keel for cracks.
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Landing Gear Keel

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WING TIP - MAINTENANCE PRACTICES
1. Wing Tip
A. Removal
NOTE: This procedure is typical for the left and right wing tips (552 or 652) (Ref. Chapter
06-50-00). Only the left wing tip will be discussed.
(1) Perform the WING TIP NAVIGATION LIGHT REMOVAL procedure (Ref. Chapter 33-40-02).
CAUTION: If the FA2100 Flight Data Recorder is installed on the aircraft, take
care not to damage the aileron surface position synchro transmitter
attached to the rear spar during the wing tip removal procedure.
(2) Remove the screws (1) securing the wing tip (2) to the rib (3) and remove the wing tip (Ref.
Figure 201).
(3) Remove old sealer from the wing tip (2) and the wing.
B. Installation
NOTE: This procedure is typical for the left and right wing tips (552 or 652) (Ref. Chapter
06-50-00). Only the left wing tip will be discussed.
CAUTION: If the FA2100 Flight Data Recorder is installed on the aircraft, take care
not to damage the aileron surface position synchro transmitter attached
to the rear spar when installing the wing tip.
(1) Position the wing tip (2) on the wing rib (3) and install the attaching screws (1) (Ref. Figure 201).
(2) Perform the WING TIP NAVIGATION LIGHT INSTALLATION procedure (Ref. Chapter 33-40-
02).
(3) Apply sealer (1, Table 1, 57-00-00) to the seam adjacent to the attaching screws (1).
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Wing Tip Installation

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AILERONS - MAINTENANCE PRACTICES
1. Aileron
A. Balancing
After repainting and/or repair, the finished aileron must be checked to ensure that its static moment
about the hinge line is within the prescribed limits. The prescribed limits are 8.80 to 10.00 inch-pounds
nose-heavy. The static moment of the aileron is determined by multiplying the unbalanced weight of
the aileron assembly times the perpendicular distance from the hinge centerline to the center of gravity
when the chord line is horizontally level. The weight is measured in pounds and the distance in inches.
B. Checking Balance
The balance must be checked in a draft free area with the aileron completely assembled in flying
condition. All painting, including stripes and touch-up, must be completed. The tab, tab pushrod,
static wicks, and hinge bolts must be attached. The chord line must be horizontally level and the
hinge line must be properly supported when the static moment is measured. Although many different
methods of check balancing exist, they can be categorized under the following two headings:
the hinge line to counter the unbalance moment of the aileron assembly.
(2) Actual Force Method - Measurement of the force applied by the aileron surface on a single
support at a known distance from the centerline of the hinge.
(1) A stand with knife edge supports as illustrated in Figure 201. The knife edges should be in the
(2) A certified beam balance calibrated in units of 0.001 lb. or less. The balance should have a flat
weighing platform and its capacity should equal tare plus 2.0 lbs. minimum.
(3) A support spindle similar to the illustration and leveling blocks, as required. (Blocks + spindle =
tare).
(1) Locate the chord line at the inboard end of the surface by placing a straight edge at the inboard
end so that one edge bisects the center of the hinge point and the trailing edge.
(2) Mark the chord line.
the leading edge if it is nose heavy.
(4) Place the upper end of the spindle under the trailing edge of the tail-heavy surfaces or under
(5) Measure the perpendicular distance from the hinge centerline to the point supported by the
(6) Calculate the static underbalance moment "M" from the formula:
M = D (R-T) inch-pounds where,
R = Reaction (Pounds) read from the beam balance.
T = Tare, i.e. spindle plus leveling blocks or shims on the scale platform (Pounds).
EXAMPLE:
D is 10.0 inches, R is 7.680 lbs. and T = 6.780 lbs.
M = 10.0 (7.680 - 6.780); M = 9.00 inch-pounds.
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M is within the prescribed range which is satisfactory.

If "M" is not within the prescribed range, refer to Step (9) under BALANCING PROCEDURE
COUNTER BALANCING METHOD.
(1) A stand with knife edge supports as illustrated in Figure 201. The knife edges must be in the
(3) Approximately one pound of lead shot.
(5) A straight edge, ruler, and spirit level.
(1) Locate the chord line by placing a straight edge at the inboard end of the aileron assembly so
that one end is on the trailing edge and the other end is centered on the leading edge. Mark the
chord line with a suitable marker such as a grease pencil, then remove the straight edge.
(2) Secure the trim tab (LH Only) in its neutral position with a small piece of masking tape.
(3) Install the correct size bolts in the hinge brackets and mount the aileron on the knife edge
supports. Ascertain that the aileron is free to rotate about the hinge line.
point near the center of the aileron trailing edge. Use a short length of small diameter string
secured to the surface with a piece of masking tape as illustrated in Figure 201. The cup must
be free to hang vertically.
(5) Add small quantities of lead shot to the cup until the aileron balances with the chord line level.
Check this by holding the spirit level aligned with the marked chord line.
(6) Carefully measure the perpendicular distance "D" within 0.1 inch from the hinge line to the point
of suspension of the cup.
(7) Remove the cup, contents, and string, then weigh them to within 0.005 pounds.
NOTE: Since any weighing error is magnified by the distance "D", weighing is most
important and must be done carefully on scales that are certified for accuracy.

The weight of the cup and contents is designated by "W".
The distance between the centerline of the hinge and suspension point of the cup is designated
by "D".
The over or underbalance moment is designated by "M".
M=WxD
The following is a typical example of a balancing calculation: Assume the aileron is overbalance
(nose-heavy) and the paper cup was suspended from the trailing edge. Assume that the aileron
balances with the chord line level at "W = 0.900 pound" and "D = 10.0 inches," then:
M = 0.900 x 10.0
M = 9.00 inch-pounds. (The product of "W x D" must be accurate to within 0.05 inch-pounds.)
In this instance, "M" is within the required static balance range and is therefore acceptable.
(9) Adjustment weights must be added or removed and the balance rechecked if the static balance
does not fall within the prescribed limits 8.80 to 10.00 inch-pounds nose-heavy.
NOTE: If the balance condition is not within the limits stated above, lead adjustment
weights (P/N 118-130000-129) may be added or removed from the forward end of
the inboard closure rib to attain the required balanced condition. A cover plate (P/N
118-130000-127) must be installed over the adjustment weights. If necessary to
meet the conditions of balancing, one or two cover plates may be used without the
addition of weights, or two cover plates in addition to the weights may be used.
However, a maximum of two cover plates and a maximum of 11 weights may be
used.
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Table 201. Adjustment Weights and Screws
NO. OF WEIGHTS REQUIRED P/N OF SCREWS REQUIRED P/N OF SCREWS REQUIRED

WITH ONE COVER WITH TWO COVERS
1 MS27039-1-08 MS27039-1-09
2 MS27039-1-09 MS27039-1-10
3 MS27039-1-10 MS27039-1-11
4 MS27039-1-11 MS27039-1-12
5 MS27039-1-12 MS27039-1-14
6 MS27039-1-14 MS27039-1-15
7 MS27039-1-15 MS27039-1-15
8 MS27039-1-15 MS27039-1-15
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Table 201. Adjustment Weights and Screws (continued)

NO. OF WEIGHTS REQUIRED P/N OF SCREWS REQUIRED P/N OF SCREWS REQUIRED
WITH ONE COVER WITH TWO COVERS
9 MS27039-1-16 MS27039-1-16
10 MS27039-1-17 MS27039-1-17
11 MS27039-1-18 MS27039-1-18
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Aileron Balancing
57-60-00 Page 205

CHAPTER
PROPELLERS
BEECHCRAFT®
MAINTENANCE MANUAL

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MAINTENANCE MANUAL
CONTENTS
PROPELLER - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61-00-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61-00-00 Page 1
PROPELLER SYSTEM - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61-10-00 Page 201
Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61-10-00 Page 201
Dynamic Balancing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61-10-00 Page 206
Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61-10-00 Page 206
PROPELLER CONTROLLING - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . 61-20-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61-20-00 Page 1
PROPELLER CONTROLLING - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . 61-20-00 Page 201
Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61-20-00 Page 201
Feather Detent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61-20-00 Page 204
Beta Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61-20-00 Page 204
PROPELLER OVERSPEED GOVERNOR - MAINTENANCE PRACTICES . . . . . . . . . . . . 61-20-01 Page 201
Overspeed Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61-20-01 Page 201
PROPELLER AUTOFEATHERING - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . 61-21-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61-21-00 Page 1
PROPELLER AUTOFEATHERING - TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . 61-21-00 Page 101
PROPELLER AUTOFEATHERING - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . 61-21-00 Page 201
Autofeather Dump Valve Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61-21-00 Page 201
AUTOFEATHER PRESSURE SWITCHES - MAINTENANCE PRACTICES . . . . . . . . . . . . 61-21-01 Page 201
Pressure Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61-21-01 Page 201
AUTOFEATHERING POWER SWITCHES - MAINTENANCE PRACTICES. . . . . . . . . . . . 61-21-02 Page 201
Autofeather Arming Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61-21-02 Page 201
PROPELLER SYNCHROPHASER - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . 61-22-00 Page 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61-22-00 Page 1
PROPELLER SYNCHROPHASER - TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . 61-22-00 Page 101
PROPELLER SYNCHROPHASER - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . 61-22-00 Page 201
Pickup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61-22-00 Page 201
BEECHCRAFT®
MAINTENANCE MANUAL
PROPELLER - GENERAL
1. General
A. This airplane uses two four bladed propellers of composite construction with standard hubs. Each
constant speed, full feathering, reversible propeller is controlled by engine oil from a single action
engine driven governor. Backing up the engine driven governor is an overspeed governor and a
fuel topping governor, also known as the power turbine governor, which is a component within the
normal or primary governor. Engine oil forced into a cavity inside of the hub between the piston
and the cylinder moves the piston forward through the complete blade range from high to low pitch
position. This linear motion is transmitted from the piston to the blade assembly through a pitch
change rod, slotted fork unit and a blade pitch change assembly. Centrifugal counterweights on
each blade, in conjunction with a feathering spring on the servo piston, increase pitch (decrease
rpm) to the feathered position as governor oil pressure is relieved. The feathering spring completes
the feathering operation when centrifugal twisting moment is lost as the propeller stops rotating. To
further expedite feathering, the normal feathering mechanism is backed by an automatic feathering
system that provides a means of immediately dumping oil from the propeller governor to enable the
feathering springs to start feathering the propeller blades as soon as engine torque meter oil pressure
drops below 3.1 ± 0.6 psi at power settings of 85 to 90% N1.
B. The servo piston of the reversing propeller is connected by four spring loaded sliding rods to a
mechanical beta ring located behind the propeller. The movement of the beta ring is transmitted
by one carbon block through a reversing lever and connecting linkage to a beta valve, which is
positioned to maintain the blade angle while propeller RPM is lower than that of the governor pilot
valve as selected by the control. The reversing lever is also connected to the fuel topping governor
to limit propeller RPM in the reverse position. A push-pull cable extends from the reversing lever aft
to a beta control cam box connected to the power lever control and fuel control unit. Movement of
the controls is transmitted through the beta cam box and interconnecting linkage to the fuel control
unit and governors to regulate propeller speed and pitch.
C. Propeller Settings
(1) Full Feathered Angle is 79°±0.5° at the 42 inch station.
(2) Mechanical Reverse Pitch Stop is -14.5°±0.5° at the 42 inch station (the angle at which the
prop piston just touches the forward beta collar is 18.6°±1° when the blades are held toward the
decrease position at the 42 inch station).
(3) Low RPM is 1200 (at detent).
NOTE: Airplanes operating in very hot weather may experience a situation in which, even
though the Maximum RPM has been set to 1700, it is not possible to maintain 1700
RPM during take off. This situation may occur when the engine oil temperature
exceeds 85°C.
When compensating for this problem only, it is permissible to set the Maximum RPM
to between 1700 and 1735 with the propeller levers full forward and a maximum
of 10 RPM difference between the left and right hand propellers. The engine oil
temperature should be between 85°C and 90°C when setting the propeller RPM to
between 1700 and 1735 RPM.
The propeller synchrophaser does not change governor setting procedures, but the
synchrophaser must be turned OFF while governor settings are being adjusted.
(4) Maximum RPM is 1700 (at take off).

D. Special Tools
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The special tools and recommended materials listed as meeting federal, military or supplier
specifications are provided for reference only and are not specifically required by Textron Aviation
Inc. (TAI). Any product conforming to the specification listed may be used. The products included
in these tables have been tested and approved for aviation usage by TAI, by the supplier, or by
compliance with the applicable specifications. Generic or locally manufactured products which
conform to the requirements of the specification may be used even though not included in the tables.
Only the basic number of each specification is listed. No attempt has been made to update the
listing to the latest revision. It is the responsibility of the technician or mechanic to determine the

1. Beta System CST-2834-1 or Hartzell Propeller Inc. Compress beta system.
Compression CST-2987 Piqua, OH 45356
Tool (Figure 1,
Sheet 1 of 3) TK1573-918-6 Textron Aviation Inc.
9709 E. Central Wichita,
KS 67201
2. Vibration Model 8500, Model Chadwick-Helmuth Propeller balancing.
Analyzer 8350orModel 192A Aviation Products 4601
N. Arden Dr.El Monte, CA
91731
3. Torque Adapter 10113 Textron Aviation Inc. Apply torque to propeller
(Figure 1, Sheet 9709 E. Central Wichita, mounting bolts.
1 of 3) KS 67201
4. Oscilloscope Model 434 Tektronix Inc. P.O. Box Test propeller
500 Beaverton, OR synchrophaser.
97005
5. Volt/Ohmmeter Obtain locally Test propeller
(Figure 1, Sheet synchrophaser.
3 of 3)
6. Breakout Box Fabricate locally, as Test propeller
(Figure 1, Sheet shown on Figure 1, Sheet synchrophaser.
2 of 3) 2, using the indicated
materials and 22-gauge
wire.
7. Dial Indicator Obtain locally Measure runout of beta
w/base (Figure 1, ring.
Sheet 1 of 3)
8. Retaining Nut PWC30114-16 Kell-Strom Tool Co. 214 Propeller governor
Wrench Church St. Wethersford, removal and installation.
CT 06109
9. Adapter Cable 8461 Chadwick-Helmuth Propeller balancing.
Aviation Products 4601
N. Arden Ave. El Monte,
CA 91731
10. Switch Box 91100 Chadwick-Helmuth Propeller balancing.
Aviation Products 4601
N. Arden Ave. El Monte,
CA 91731
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E. Recommended Materials

1. Thread Locking Loctite Sealant Grade A Loctite Corp. 705 N.
Compound Mountain Rd. Newington,
CT 06111
2. Petrolated MIL-PRF-83483 W.J. Rusco Co.,483
Graphite Kenmore Blvd.Akron, OH
44301
3. Lubricating Plastilube No. 3 Warren Refining Div.,
Grease Parr Inc. 5151 Denison
Ave. Cleveland, OH
44102
4. Gear and MIL-G-23827 Supermil Grease No. American Oil Co. 165 N.
Actuator Screw A72832 Canal Chicago, IL 60606
Grease
Royco 27A Royal Lubricants Co.
River Rd. Hanover, NJ
07936
BP Aero Grease 31B BP Trading Ltd. Moore
Lane, Britannic House
London E.C. 2, England
5. Oil Marvel Mystery Oil Marvel Oil Co. 331-337
N. Main St. Port Chester,
NY 10573-3305
F. Flight Control Electrical Components

Figures 2 , 3 and 4 are illustrations depicting typical electrical panels used in this airplane. The actual
location of components may vary slightly on each individual airplane because of optional equipment.
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Special Tools
Figure 1 (Sheet 1)
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Special Tools
Figure 1 (Sheet 2)
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Special Tools
Figure 1 (Sheet 3)
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Lower Forward Cabin Electrical Equipment Panel Assembly

Figure 2 (Sheet 1)
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Lower Forward Cabin PC Board Relay Panel Assembly

Figure 3 (Sheet 1)
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Caution/Advisory Annunciator Panel

Figure 4 (Sheet 1)
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PROPELLER SYSTEM - MAINTENANCE PRACTICES
1. Propeller
A. Servicing
PROPELLER HUB LUBRICATION
CAUTION: Lubrication procedures must be followed correctly to maintain accurate

dynamic balance of the propeller blade assemblies and hub assembly.
Improper lubrication practices can create grease leaks, out of balance
conditions, and/or internal corrosion. Use approved lubricants only (37,
Table 2, Chapter 12-00-00).Failure to remove one of the fittings on each
of the blades for venting purposes will result in either leaking past the
blade shank-to-hub seal or forcing grease into the hub cavity. Both
conditions will result in grease leakage and can affect propeller operation
both in pitch change and balance.
NOTE: The same amount of grease must be applied to all blades of a propeller assembly at the
time of lubrication. Failure to apply the same amount of grease to each blade may result
in balance changes which result in increased vibration during operation.
It is preferable to apply grease to the fitting located nearest to the leading edge of the blade.
(1) Remove the grease fittings from the engine half of the hub unit (Ref. Chapter 12-20-00, Figure
203, Detail A) .
(2) To prevent pressurization of the bearing cavity, use a piece of safety wire to loosen any blockage
or hardened grease at the threaded holes where the grease fittings were removed.
CAUTION: Over lubricating an aluminum hub propeller may cause the grease
to enter the hub cavity, leading to excessive vibration and/or
sluggish operation. The propeller must then be disassembled
to remove this grease.Grease must be applied to all blades of a
propeller assembly at the time of lubrication.
NOTE: If a pneumatic grease gun is used, extra care must be taken to avoid excessive
pressure buildup.
(3) Lubricate the propeller in accordance with the appropriate instructions, below:
(a) In-service lubrication : Determine how much is one ounce of grease before lubrication
by pumping grease on a postal scale or small weight scale until one ounce is registered on
the scale.Using a hand operated grease gun, apply approved grease to each lubrication
fitting until grease emerges from the removed lubrication fitting hole in a steady flow or until
a maximum of 1 fl-oz (30 ml) of grease has been applied, whichever comes first.
(4) Install all grease fittings and torque to 50 inch-pounds (5.6 N-m). Making sure that each
lubrication fitting is properly installed and the ball of each fitting is correctly seated against the
opening of the fitting.
(5) Install a lubrication fitting cap over each lubrication fitting.
(6) Make an entry in the Log Book verifying these inspection and lubrication procedures have been
completed.
NOTE: The lubrication interval is an important factor in minimizing internal corrosion (Ref.
12-20-00, Figure 203).
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B. Removal
NOTE: Removal and Installation procedures only are presented in the following Steps; further
disassembly and/or overhaul of the propellers must be accomplished by an authorized
propeller shop.
(1) Remove the upper and lower forward engine cowling (Ref. Chapter 71-10-00).
(2) Remove the nuts, washers and screws securing the propeller deicer brush block assembly to
the engine bracket (Ref. Chapter 30-60-00).
CAUTION: To prevent damage to the deicer brushes during and after removal,
tape them in place before removing the brush block.
(3) Remove and discard the screws and steel washers from around the rear circumference of the
spinner dome. Carefully remove the spinner dome and store it to prevent damage.
(4) Disconnect the engine beta linkage and carbon block assembly from the beta ring.
(5) Support the propeller assembly with a suitable sling and a mobile hoist with a capacity of 300
pounds or more.
(6) Install the beta system compression tool (1, Table 1, 61-00-00) (Ref. Figure 201). Pull the beta
ring forward to expose the 12 double hex headed propeller mounting bolts and washers (Ref.
Figure 204).
CAUTION: To avoid damaging the propeller, ensure that tool is not cocked.
Avoid bending or otherwise damaging the spring loaded rods and
the beta ring (Ref. Figure 202).
(7) Remove the safety wire from the propeller mounting bolts.
(8) Remove the 12 bolts and washers securing the propeller, and carefully remove the propeller
assembly from the engine.
NOTE: If the propeller is being overhauled, discard the mounting bolts and washers as new
bolts and washers are to be installed after propeller overhaul.
(9) Decompress and remove the beta system compression tool.

(10) Remove and discard the propeller mounting packing.
C. Installation
NOTE: Refer to 61-22-00 for correct propeller synchrophaser pickup installation for left hand
or right hand propellers.
(1) Install the beta system compression tool on the propeller, and compress the beta system to
expose the propeller mounting flange.
CAUTION: To avoid damaging the propeller, ensure that tool is not cocked.
Avoid bending or otherwise damaging the spring loaded rods and
the beta ring.
(2) With a suitable mobile hoist and sling with a capacity of 300 pounds or more, carefully move the
propeller assembly up to the mounting flange of the engine.
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Beta System Compression

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Propeller Control Assembly and Beta Ring

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CAUTION: There must be 2.370 +0.005 / -0.020 inches of clearance between

the surface of the beta ring and the surface of the propeller hub
flange with the blades in a feathered position. Refer to the Hartzell
Propeller Inc. Manual No. 143A or subsequent in the Model 1900
Airliner Series Component Maintenance Manual.
(3) Ensure the propeller hub flange and the engine flange are clean.
(4) Place a new packing over the engine shaft.
CAUTION: Replace all propeller mounting bolts at overhaul. Mounting bolts

and washers may be reused only when the propeller assembly is
being installed between overhauls.
(5) Apply petrolated graphite (2, Table 2, 61-00-00) to the threaded surfaces of all 12 propeller
mounting bolts.
CAUTION: Ensure the propeller mounting bolts (B-3347) are being installed
and that new bolts and washers are being used after propeller
overhaul.
(6) Install the 12 bolts and washers through the engine flange into the propeller hub flange.
NOTE: The chamfer of washer must face bolt head at installation (Ref. Figure 204, Detail A).
(7) Using torque adapter (3, Table 1, 61-00-00) and a torque wrench, torque all mounting bolts in
sequences and Steps shown (Ref. Figure 203). When an adapter is used with a torque wrench,
compensation must be made for the increased or lost leverage (Ref. Chapter 20-01-00).
(8) Safety all mounting bolts with stainless steel safety wire (0.032 inch diameter).
(9) Decompress and remove the beta system compression tool.
(10) Install the carbon block assembly into the beta ring.
CAUTION: With the carbon brush block held against the beta ring, check the
clearance between the beta ring and the metal retaining clip of the
carbon block assembly. If at any point this clearance is 0.005 inch
or less, replace the carbon block assembly to prevent damage to
the beta ring by the retaining clip. Give clearance between carbon
brush block and beta ring wall at the nearest point. If side clearance
between the carbon block and the beta ring exceeds a maximum of
0.010 inch, the carbon block assembly must be replaced.
(11) Safety wire the beta linkage.
(12) Install the deicer brush block assembly (Ref. Chapter 30-60-00).
(13) Check the propeller reversing linkage on the front end of the engine for operation.
(14) Carefully slide the spinner dome over the propeller and press on the dome to check for adequate
tension between it and the rear propeller bulkhead (Ref. Figure 205).
NOTE: There is adequate preloading in the fit between the dome and the rear spinner
bulkhead when at least 25% of the area of a mounting hole is misaligned with its
matching hole in the outer circumference of the bulkhead in the direction away
from the bulkhead.
(15) If necessary to increase preloading, install spinner mounting spacers over the flange of the
forward spinner bulkhead unit until the spinner dome is pressed firmly against the rear spinner
bulkhead (Ref. Figure 205).
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(16) Using new steel washers and screws, attach the spinner dome to the outer circumference of the
rear spinner bulkhead.
(17) Install the upper and lower forward engine cowling (Ref. Chapter 71-10-00).
(18) Perform the necessary engine run up checks.
2. Dynamic Balancing
NOTE: Dynamic balancing frequency should be based on individual operator service experience.
Operators are encouraged to initially implement a dynamic propeller balance program at
intervals not to exceed 1200 service hours. Thereafter dynamic propeller balancing should
be accomplished at appropriate intervals, based on individual operator's field experience, or
any time propeller maintenance is accomplished, which could effect propeller balance; such
as blade repairs. Balancing is also recommended after lubrication. Dynamically balanced
propellers shall be balanced whenever the engine and/or propeller is changed.
Dynamic balancing of the propellers must be accomplished ONLY by personnel who are totally familiar
with the applicable service equipment and data. Personnel must be thoroughly instructed as to the
use and care of the test equipment being used.
Different brands of dynamic balancing equipment are available for purchase and may be used as directed
by the manufacturer of the equipment. When connected properly, the equipment listed below is almost
totally automatic and when connected properly, will furnish step by step instructions on the readout
screen as test procedures are performed. Current Model 1900D Series airplanes are factory equipped
with permanent hardware provisions for propeller dynamic balancing.
The following balancing procedure has been developed for use with the Chadwick-Helmuth Model 8500,
8350 or 192A Vibration Analyzers (2, Table 1, 61-00-00):
A. Test Equipment Required
See Special Tools, (Ref. Table 1, 61-00-00).
B. Test Preparation
(1) Remove the upper forward engine cowling.
(2) Replace the dummy vibration sensor (installed on the bracket on the tach generator) with the
vibration sensor furnished with the balancing equipment (Ref. Figure 206). Install the sensor on
the bracket provided on the tach generator pad so the arrow on the sensor is pointing down.
(3) Disconnect the cable from the dummy connector on the bracket and connect it to the vibration
sensor. Install the upper forward cowling assembly.
NOTE: The installation is identical for both engines.
(4) Place the Vibration Analyzer in the flight compartment.

(5) Connect the adapter cable (9, Table 1, 61-00-00) to the receptacle for propeller balance, located
in the sidewall behind the copilot's seat.
(6) Connect the left engine leads from the adapter cable to channels 1 and A and the right engine
leads from the adapter cable to channels 2 and B on the switch box (10, Table 1, 61-00-00).
(7) Connect the patch cord (furnished with the switch box) to the switch box and to the input
connection on the Vibration Analyzer.
(8) Textron Aviation Inc. recommends that the propeller be balanced to 0.2 inches per second (IPS)
or less (0.1 IPS or less preferred).
3. Test Procedure
Propeller dynamic balancing procedures may be accomplished on the ground or in flight. Generally, better
results are obtained with the in flight procedure since vibration readings are taken when the propeller is
operating at typical cruise flight blade angle and aerodynamic loads. Readings taken during high power
ground running may not be consistently accurate due to blade angle and/or ground buffeting.
A. Ground Test
(1) Perform a normal engine start. Taxi to the run up pad and position the airplane crosswind to
perform the ground balancing procedure.
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Propeller Mounting Bolt Torquing Sequence

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Propeller Bolt Installation

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Spinner Installation
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(2) Ground run the downwind engine at the most frequently used parameters for cruise power and
propeller RPM. Press START on the analyzer and the analyzer will automatically acquire a
reading and calculate a propeller solution. Press PRINT on the analyzer to print the solution.
(3) Turn the airplane around so the opposite engine will be on the downwind side. Again run the
downwind engine at the most frequently used parameters for cruise power and propeller RPM.
(4) Press SEL CHART on the analyzer (as indicated by the cursor on the analyzer display) and
switch to the opposite propeller on the switch box. Press START on the analyzer and the
analyzer will automatically acquire a reading and calculate a propeller solution. Press PRINT on
the analyzer to print the solution.
(5) Perform a normal engine shutdown.
(6) Install the weights in the appropriate amount and locations on the propeller spinner bulkhead
(Ref. Figure 207 and Table 201).
(7) Disconnect and remove all test equipment in the flight compartment.
(8) Remove the forward engine cowling and disconnect and remove the vibration sensor from the
tach generator bracket. Connect and install the dummy sensor and install the forward engine
cowling.
CAUTION: Dynamic balancing weights must not exceed a one ounce total in
any one location on the bulkhead. Refer to Hartzell Propeller, Inc.
Manual No. 143A or subsequent for balancing information.
(9) Make appropriate log book entries denoting that the propellers have been dynamically balanced.
Record the amount of weight added or removed, the location and the IPS of the final balance.
Table 201. ALLOWABLE PROPELLER BALANCE WEIGHT
NO OF WEIGHTS AMOUNT OF WEIGHT IN GRAMS

0 3.2
1 8.0
2 12.4
3 17.2
4 21.5
5 26.3
Table 202. BALANCE WEIGHT SCREW SELECTION
SCREW PART NUMBER SCREW LENGTH IN INCHES

AN501A10-6 0.375
AN501A10-7 0.438
AN501A10-8 0.500
AN501A10-10 0.625
AN501A10-12 0.750
NOTE: Table 201 indicates the approximate weight of the balance weights. Select balance
weight screws that are long enough to extend through the stack of balance weights
and into the blade socket shoulder of the split hub unit a minimum of 0.3125 inch
(Ref. Table 202).
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B. Flight Test
(1) Fly the airplane at the altitude and cruising speed at which the airplane is normally operated.
(a) When the propeller speed has stabilized at cruise RPM, press START on the analyzer and
the analyzer will automatically acquire a reading and calculate a propeller solution. Press
PRINT on the analyzer to print the solution.
(b) Press SEL CHART on the analyzer (as indicated by the cursor position on the analyzer
display) and switch to the opposite propeller on the switchbox. Press START on the
analyzer and the analyzer will automatically acquire a reading and calculate a propeller
solution. Press PRINT on the analyzer to print the solution.
(2) Land the airplane and perform normal engine shutdown.
(3) Install the weights in the appropriate amount and locations on the propeller spinner bulkhead
(Ref. Figure 207 and Table 201).
(4) Disconnect and remove all test equipment in the flight compartment.
(5) Remove the forward engine cowling and disconnect and remove the vibration sensor from the
tach generator bracket. Connect and install the dummy sensor and install the forward engine
cowling.
CAUTION: Dynamic balancing weights must not exceed a one ounce total in
any one location on the bulkhead. Refer to Hartzell Propeller, Inc.
Manual No. 143A or subsequent for balancing information.
(6) Make appropriate log book entries denoting that the propellers have been dynamically balanced.
Record the amount of weight added or removed, the location and the IPS of the final balance.
C. Propeller Inspection
Use the inspection guide for propeller inspection intervals and points of inspection (Ref. Chapter
5-20-00).
D. Cleaning/Painting
As a preventive measure, the propeller reversing hardware may be rubbed clean with steel wool and
coated with clear lacquer aerosol spray.
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Vibration Sensor Connection

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Balance Chart
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PROPELLER CONTROLLING - DESCRIPTION AND OPERATION
1. General
A. Primary Governor (Ref. Figure 1 and Figure 2)
(1) An increase in the flow of oil regulated by the primary governor passes through the oil transfer
housing and the hollow center of the propeller shaft to move the propeller blades toward the low
pitch (high RPM) hydraulic stop and reverse positions. The primary governor, mounted on top of
the gear reduction housing, regulates power turbine speed (N2) by varying propeller blade pitch.
The governor consists of a gear-type oil pump with flyweights mounted on a rotating head, and
a spring-loaded pilot valve that regulates the flow of oil to and from the propeller servo piston.
The position of the pilot valve is controlled by the rotating flyweights, in conjunction with the
spring load imposed by the external speed control lever. When the engine RPM drops to an
underspeed condition below the control setting, spring force overcomes flyweight force to lower
the pilot valve plunger and open the port in the governor drive gear shaft, through which oil flows
to the propeller servo piston and decreases blade angle. The decrease in pitch decreases the
load on the engine. The resultant increase in engine RPM also increases the centrifugal force
of the rotating flyweights, which then lift the pilot valve plunger to cover the port in the governor
drive gear shaft and shut off the flow of oil to the propeller. The forces exerted on the pilot valve
plunger by the flyweights and speeder-spring then balance to initiate the on-speed cycle of the
governor. An overspeed condition occurs with a decrease in propeller load or with movement
of the propeller control to decrease rpm. Flyweight force then overcomes speeder-spring force
and raises the pilot valve plunger to open the port through which oil drains from the propeller
through the governor to the sump. The load on the engine increases and rpm drops as the
counterweights and feathering spring increase propeller pitch. The pilot valve then centers in the
governor drive gear shaft to block the flow of oil to and from the propeller as governor flyweight
and speeder-spring force reach a state of equilibrium.
(2) The primary governor contains a fuel topping governor which has an airbleed orifice that opens
to change the effect of the fuel control valve in the Fuel Control Unit (FCU) to reduce fuel, power,
and N1. During normal flying, instantaneous changes in the atmospheric density cause high N2
rpm. When the primary governor senses the overspeed condition, the governing section moves
an airbleed lever to open the airbleed orifice. When the propeller control lever is at high rpm,
the airbleed will open as N2 increases 6% above the selected value. When the propeller control
lever is at low rpm, the airbleed will open when N2 reaches 4% below the selected value. When
the engine control lever is moved into reverse, the beta cambox push/pull cable pulls the reset
linkage aft to hold the airbleed orifice open.
B. Overspeed Governor
(1) A propeller overspeed governor, mounted on the left side of the reduction gear housing, acts
as a safeguard against propeller overspeed should the primary governor fail. The overspeed
governor regulates the flow of oil to the propeller pitch-change mechanism by means of
a flyweight and speeder-spring arrangement similar to that of the primary governor. The
overspeed unit governs at 106 percent N2 speed (approximately 1,802 rpm). Since it has no
mechanical controls, the overspeed governor is equipped with a testing solenoid that resets the
normal overspeed setting to approximately 1,564 rpm for ground testing.
C. Low Pitch Stop
(1) Propeller blade angle will be on the low pitch stop anytime the propeller rpm is lower than that
selected. With the engine condition levers on low setting, the gas turbine section N1 cannot
drive the propeller rpm N2 to the setting selected by the propeller control lever. At that point, the
propeller rpm falls below the range of the governor and reaches the low pitch stop. As N1 power
is reduced, N2 is reduced. The primary governor senses this underspeed condition and lowers
the pilot valve in the governing section to reduce pitch (reduce the load). The decrease in blade
angle allows the propeller rpm N2 to increase and match the rpm as selected in the cockpit. The
beta ring on the propeller gives mechanical feedback of the blade position to the reverse lever of
the beta valve. When the blade pitch reaches the desired position as determined by the rigging,
the reverse lever moves the beta valve outward to stop the oil flow to the propeller and hold the
blade at that pitch. At that point the governor has no effect because the beta valve prevents oil
from going to or leaving the propeller.
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D. Ground Fine Stop System (UE-1 thru UE-334 not Modified by Kit No. 129-9011-1, or airplanes that
have installed kit number 129-9031-0001)
The ground fine stop system uses an electrical solenoid mounted on the front of the reversing push/
pull cable to reduce the propeller blade angles from the flight idle low pitch stop to the ground idle
low pitch stop. The solenoid is connected to the propeller reversing lever by means of a slotted clevis
which allows the reversing lever to be pulled aft, resetting the beta valve.
The electrical solenoid is wired through the RH landing gear squat switch in parallel with the ground
fine switch in the pedestal. Either the RH squat switch or the ground fine pedestal switch can energize
the solenoid. Lifting either power lever beyond the flight idle position activates the pedestal switch
causing the solenoid to energize and pull the reverse lever of the beta valve aft to reset the blade
angle. Once the weight on the RH landing gear is sufficient to transition the squat switch to the ground
position, the solenoid remains energized regardless of power lever position.
E. Ground Fine Stop System (UE-335 and After, and those Airplanes Modified by Kit No. 129-9011-1)
The ground fine stop system uses an electrical solenoid mounted on the front of the reversing push/
pull cable to reduce the propeller blade angles from the flight idle low pitch stop to the ground idle
low pitch stop. The solenoid is connected to the propeller reversing lever by means of a slotted clevis
which allows the reversing lever to be pulled aft, resetting the beta valve.
The electrical solenoid is wired through the RH landing gear squat switch in parallel with the ground
fine switch in the pedestal. Either the RH squat switch or the ground fine pedestal switch can energize
the solenoid. Lifting either power lever beyond the flight idle position activates the pedestal switch
causing the solenoid to energize and pull the reverse lever of the beta valve aft to reset the blade
angle. Once the weight on the RH landing gear is sufficient to transition the squat switch to the ground
position, the solenoid remains energized regardless of power lever position.
If a malfunction occurs in the low pitch stop solenoid system, the PROP GND SOL annunciator will
illuminate. This annunciator monitors the position of the solenoid plungers during ground and flight
operations. Illumination of this annunciator indicates a malfunction in the system which could include
any of the following:
Ground Operations: One or both solenoids are in the unpowered (flight) condition, either due to a loss
of power or a sticking solenoid.
Flight Operations: One or both solenoids are in the powered (ground) position, either due to a
malfunction which allows power to the solenoid, or the solenoid is sticking.
In both cases there is an 8 ± 1 second delay from the time the malfunction occurs until the annunciator
illuminates.
F. Reversing System
When lifted toward the ground fine position, the power levers actuate the pedestal switch that activates
the circuit of the secondary low pitch stop system, which remains activated throughout the reverse
range. This enables the propeller servo piston to reverse the pitch of the propeller blades with engine
oil pressure from the governor sump. The power lever controls are connected to the engine control
beta cam box which is also linked to the fuel control unit. A push-pull cable extends from the beta cam
box forward to the reversing lever attached to the brush that rides in the brass propeller feedback ring.
Movement of the power control lever is transmitted through the beta cam box and interconnecting
linkage to the fuel control unit. Prop control levers mechanically linked to the governors regulate
propeller speed and pitch.
G. Synchrophaser
The propeller synchrophaser automatically matches the RPM of both engines and positions the
propellers at a preset phase relationship. This phase relationship is designed to decrease cabin
noise and is not adjustable by the pilot.
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Propeller Governor
Figure 1 (Sheet 1)
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Propeller Governor System

Figure 2 (Sheet 1)
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Signal pulses are obtained from magnetic pickups, one located at each propeller hub. The pickup
is mounted on a bracket on the engine case while the magnetic target for the pickup is mounted on
the back of the propeller spinner bulkhead so that it rotates with the propeller. In this way, one pulse
is produced for each revolution of the propeller. Electric pulses generated by the magnetic target
passing each magnetic pickup are fed into the control box. An electromagnetic coil for RPM trimming
is mounted in each propeller governor close to the flyweights. Any difference in the pulse rates will
cause the control box to vary governor ground potential until the propellers RPM match, due to control
by the governors. Propeller RPM is a function of the propeller control lever in its quadrant since linkage
from the lever sets the governor flyweight position. The synchrophaser cannot reduce the RPM set
by the propeller control lever. It can increase the RPM over a predetermined limited range. This limits
RPM loss to a fixed value on the operative engine in the event the propeller of one engine is feathered
with the synchrophaser ON. In no case will the operative engine RPM fall below the RPM set by the
propeller lever.
The propeller synchrophaser may be used on takeoff at the pilot's option. (The limited range of
the synchrophaser will be reduced near maximum propeller RPM.) For all other operations, the
synchrophaser should be switched OFF before adjusting the propeller RPM. Adjust the propeller
levers to obtain synchronization and then switch the synchrophaser ON. This will keep the
synchrophaser within its limited range.
NOTE: If the synchrophaser is ON but does not adjust properly, the synchrophaser has reached
the limits of its range. Turn the system OFF, manually adjust the propeller RPM into
synchronization, then turn the synchrophaser ON.
61-20-00 Page 5
BEECHCRAFT®
MAINTENANCE MANUAL
PROPELLER CONTROLLING - MAINTENANCE PRACTICES
1. Governor
A. Removal
(1) Remove the upper forward engine cowling (Ref. Chapter 71-10-00).
(2) Disconnect the propeller reversing lever from the beta valve by removing the cotter pin, washer
and clevis pin (Ref. Figure 201).
(3) Disconnect the fuel governor interconnect rod from the fuel governor control lever by removing
the cotter pin, nut, washer, spacer and bolt.
(4) Remove the safety wire and disconnect the electrical connector from the governor.
(5) Disconnect the Py tube from the governor by removing the lockwire and disconnecting the
coupling nut.
(6) Disconnect the propeller control cable from the propeller primary governor control lever by
removing the lockwire, bolt and washer.
(7) Disconnect the oil tube from the elbow on the left side of the governor.
(8) Remove the self-locking nuts from the governor base using the retaining nut wrench (8, Table
1, 61-00-00).
(9) Remove the washers, governor and gasket. Discard the gasket.
(10) If the original governor is to be replaced with a new or overhauled part, remove the following:
(a) Note the angular position of the elbow, then loosen the jam nut and remove the elbow, jam
nut, packing and backup ring.
(b) Remove the adapter nipple and packing from the Py outlet on the governor.
(11) Cap or plug all open lines and ports.
B. Installation
(1) If the original governor is to be replaced with a new or overhauled part, assemble the adapter
nipple and elbow on the governor as follows (Ref. Figure 201):
(a) Lubricate the new preformed packing with a light film of engine oil.
(b) Install the preformed packing on the adapter nipple and screw the adapter nipple into the
body of the governor.
CAUTION: Excessive tightening will result in damage to threads of mating

parts.
(c) Tighten and torque the adaptor nipple 65 to 75 inch-pounds.
(d) Safety lockwire the adaptor nipple.
(e) Lubricate the new preformed packing, the backup ring, and the thread on the elbow with a
light film of graphite (2, Table 2, 61-00-00).
(f) Assemble the jam nut, the backup ring, and the preformed packing on the elbow, pressing
the backup ring into the counterbore of the jam nut.
(g) Turn the jam nut down on the elbow until the preformed packing is seated in the
nonthreaded groove of the elbow.
(h) Turn the jam nut outward until the preformed packing is pushed firmly against the first lower
thread of the elbow.
(i) Install the elbow into the governor, allowing the jam nut to turn with the elbow until the
preformed packing contacts the governor mating face (this point will be recognized by an
increase in torque).
(j) Hold the jam nut stationary and turn the elbow into the governor an additional 1-1/2 turns.
Install the elbow at the same angle as noted at removal.
NOTE: The elbow may be further turned inward a maximum of one turn to facilitate
alignment. Should the jam nut tighten on the elbow before the elbow is fully
installed in the governor, loosen the nut slightly as required to properly align
the elbow.
(k) With the elbow correctly aligned, tighten the jam nut and torque 70 to 80 inch-pounds.
(l) Check that metal-to-metal contact exists between the jam nut and the adaptor, and that
there is no protrusion of the preformed packing or the back-up ring.
61-20-00 Page 201

BEECHCRAFT®
MAINTENANCE MANUAL
(m) Safety lock wire the jam nut and the elbow.
(2) Install a new gasket on the reduction gearbox studs with the raised surface uppermost.
(3) Install the propeller governor, while rotating the propeller shaft so that the splines engage
correctly. Ensure proper engagement by checking that there is no gap between the flange and
the governor.
(4) Secure the governor with the washers and self-locking nuts. Tighten the nuts and torque 170 to
190 inch-pounds using the retaining nut wrench (8, Table 1, 61-00-00).
(5) Install a new preformed packing on the oil tube. Connect the upper end of tube to the elbow and
insert the lower end of the tube into the reduction gearbox boss. Secure the lower end with the
plate and two bolts. Tighten the bolts and torque 36 to 40 inch-pounds and lockwire. Tighten
the tube coupling nut and torque 90 to 100 inch-pounds and lockwire.
(6) Connect the Py governor air tube to the adapter nipple and tighten the coupling nut, then torque
the coupling nut 90 to 100 inch-pounds and lockwire.
(7) Connect the propeller control cable to the propeller primary governor control lever using the bolt
and washer. Torque bolt 20 to 30 inch-pounds and secure with safety wire.
(8) Connect the fuel governor interconnect rod to the fuel governor control lever using the bolt,
spacer, washer and nut. Torque the nut 12 to 18 inch-pounds and install the cotter pin.
(9) Connect the propeller reversing lever to the governor beta valve by installing the pin, bushing,
washer and cotter pin.
WARNING: Ensure that the proper electrical connectors are attached to the
propeller governor and the autofeather dump valve solenoid by
verifying the wiring diagram hookup. The connectors are of an
identical type and could be swapped.
(10) Determine the proper electrical connector from the applicable wiring diagrams and connect the
electrical connector to the governor.
(11) Safety wire electrical connectors.
NOTE: If the power lever rigging or condition lever rigging was changed while removing or
installing the propeller governor, the engine rigging procedures found in Chapter
76-10-01 should be followed to rig the power and condition levers.
(12) Install upper forward engine cowling (Ref. Chapter 71-10-00).

C. Adjustment
WARNING: Do not attempt to adjust the propeller governor while the engine is
running.
(1) Remove the safety wire from the propeller governor adjusting screw (N2 adjusting screw) (Ref.
Figure 202).
(2) Turn the adjusting screw one turn for each 10 rpm of desired change. Turning the adjusting
screw clockwise will effect a decrease in maximum N2.
(3) After adjusting the governor, check the maximum propeller speed. More than one adjustment
may be necessary in order to achieve the proper rpm.
(4) Safety wire the adjusting screw before returning the airplane to service.
D. Operational Check
Use the following checks to assess the operation of the governors:
(1) Start the engines in accordance with the operator's manual.
(2) Place the propeller levers in HIGH RPM position.
(3) Advance the power levers until propeller tachometers stabilize at maximum rpm (normally 1700
rpm) (Ref. 61-00-00, PROPELLER SETTINGS).
(4) Pull the propeller levers aft to the detent.
(5) Observe that the primary governors reduce propeller tachometer rpm readings (1175 to 1225
rpm at the detent).
61-20-00 Page 202

BEECHCRAFT®
MAINTENANCE MANUAL
Propeller Governor Installation

61-20-00 Page 203

BEECHCRAFT®
MAINTENANCE MANUAL
(6) Return the propeller levers to HIGH RPM.

(7) Shut down engines in accordance with the operator's manual.
2. Feather Detent
A. Adjustment
(1) Remove the left pedestal sidepanel.
(2) With the propeller lever in the full HIGH RPM position, advance the power lever to obtain 1600
rpm.
(3) Pull the propeller lever back against the detent, then adjust the detent (inside the pedestal under
the propeller levers) to obtain 1125 to 1175 rpm at the detent (Ref. Figure 203).
CAUTION: To check this adjustment, it is sufficient that the propeller just begin
to feather. To avoid damage to the engine, do not allow the propeller
to move into the fully feathered position.
(4) Pull the propeller lever past the detent (feather position) and observe that the propeller begins
to feather. Immediately return the propeller lever to the HIGH RPM region to avoid damage to
the engine.
(5) Install the left pedestal sidepanel.
3. Beta Switch
A. Adjustment (Flight Data Recorder)
Adjust the beta switches (Ref. Chapter 31-30-00, FLIGHT DATA RECORDER - BETA SWITCHES
ADJUSTMENT).
61-20-00 Page 204

BEECHCRAFT®
MAINTENANCE MANUAL
Propeller Governor Adjustment

61-20-00 Page 205

BEECHCRAFT®
MAINTENANCE MANUAL
Feather Detent Adjustment

61-20-00 Page 206

BEECHCRAFT®
MAINTENANCE MANUAL
PROPELLER OVERSPEED GOVERNOR - MAINTENANCE PRACTICES
1. Overspeed Governor
A. Removal
(1) Remove the upper forward engine cowling (Ref. Chapter 71-10-00).
(2) Remove the safety wire and disconnect the electrical plugs from the governor solenoids (Ref.
Figure 201).
(3) Remove the four washers and self-locking nuts securing the governor and remove the governor
from the left side of the reduction gear housing.
B. Installation
(1) Install a new gasket on the mounting pad.
(2) Apply lubricating grease (3, Table 2, 61-00-00) sparingly to the governor splined drive.
NOTE: The propeller shaft may require rotation to ensure that the splines align properly.
(3) Position the governor on the mounting pad and install the four washers and self-locking nuts.
Apply a torque of 170 to 190 inch-pounds to the mounting nuts.
CAUTION: To avoid damage to the overspeed governor solenoids, do not over-

tighten the electrical plugs.
(4) Determine the proper electrical connectors from the applicable wiring diagrams and connect
them to the governor. The solenoid with the receptacle on top is the speed reset solenoid used
to test governor operation and the remaining solenoid is used for autofeathering. Safety wire
plugs (Ref. Figure 201).
WARNING: Ensure that the proper electrical connectors are attached to the
propeller governor and the autofeather dump valve solenoid by
verifying the wiring diagram hookup. The connectors are of an
identical type and could be swapped.
(5) Install the upper forward engine cowling (Ref. Chapter 71-10-00).
C. Check
The overspeed unit, mounted on the left side of the reduction gear housing, is preset at the factory to
govern at 106% N2 (approximately 1,802 RPM). This setting can be reduced to 1,535 to 1,595 RPM
for testing purposes by means of a testing solenoid valve. A second solenoid valve attached to the
governor provides a means of immediately dumping oil from the unit for autofeathering. Perform the
overspeed governor check as follows:
CAUTION: Do not force the power levers into the full reverse position while
performing this test.
(1) Start the engines in accordance with the operator's manual.
(2) Press the propeller governor and bus feeder circuit breakers on the RH circuit breaker panel.
(3) Move the propeller levers full forward and increase power to 1,500 rpm.
CAUTION: Do not exceed the engine torque and ITT limits during this test.
(4) Hold the PROP TEST switch on the pilot's left subpanel in the OVERSPEED position.
(5) Advance the power lever until RPM stabilizes at 1,535 to 1,595 RPM. Observe the increase in
torque.
NOTE: Overspeed units that fail to govern at the prescribed settings should be replaced
and returned to a qualified service station for repair.
61-20-01 Page 201

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MAINTENANCE MANUAL
Propeller Overspeed Governor

61-20-01 Page 202

BEECHCRAFT®
MAINTENANCE MANUAL
(6) Set the power lever in the idle position, then release the propeller test switch. Repeat the
preceding check on the other engine.
(7) Shut down engines in accordance with the operator's manual.
61-20-01 Page 203

BEECHCRAFT®
MAINTENANCE MANUAL

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