AIR TRACTOR, INC.

Olney, Texas

AT-502A/502B/504

TABLE OF CONTENTS

DESCRIPTION SECTION

Page No.

GENERAL .............................................................................................................................. 1

CERTIFICATION BASIS ........................................................................................................ 1

INSTRUCTIONS FOR CONTINUED AIRWORTHINESS (ICA’s) ......................................... 2

FUSELAGE ............................................................................................................................ 3

WINGS .................................................................................................................................. 3

AILERONS ............................................................................................................................. 3

Bendable Aileron Trim Tabs ..................................................................................... 4

FLAPS .................................................................................................................................. 4

EMPENNAGE ........................................................................................................................ 4

LANDING GEAR AND BRAKES ............................................................................................ 5

Landing Gear ............................................................................................................ 5

Brake System ............................................................................................................ 5

Brake System Schematic .......................................................................................... 6

ENGINE ................................................................................................................................. 7

INDUCTION SYSTEM ........................................................................................................... 7

EXHAUST SYSTEM .............................................................................................................. 8

FUEL SYSTEM ..................................................................................................................... 8

Fuel System Schematic ............................................................................................ 9

To Install Ferry Fuel System ................................................................................... 10

To Remove Ferry Fuel System ............................................................................... 11

 AIR TRACTOR, INC.
Olney, Texas

AT-502A/502B/504

TABLE OF CONTENTS (Continued)

DESCRIPTION SECTION

Page No.

ENGINE CONTROLS .......................................................................................................... 11

PROPELLER AND GOVERNOR ......................................................................................... 12

ELECTRONIC STARTING AND CHARGING SYSTEM ...................................................... 13

Description ................................................................................................................... 13

Theory of Operation ..................................................................................................... 13

ELECTRICAL SYSTEM ....................................................................................................... 14

COCKPIT ............................................................................................................................. 15

CONTROL SYSTEM ............................................................................................................ 16

ENGINE DRIVEN AIR CONDITIONER ............................................................................... 16

DISPERSAL SYSTEM ......................................................................................................... 17

DIGITAL PAYLOAD HOPPER QUANTITY INDICATION SYSTEM .................................... 18

HOPPER RINSE SYSTEM .................................................................................................. 19

BLEED AIR COCKPIT HEAT SYSTEM ............................................................................... 19

Air Tractor, Inc. Description Page 1
AT-502A/502B/504 March 14, 2018

GENERAL

The Air Tractor AT-502A/502B/504 is an all-metal Cantilever low-wing monoplane designed especially
for agricultural operations. It is powered by a Pratt & Whitney PT6A turboprop engine which is highly suited
to ag flying. The standard engine for the AT-502B is the PT6A-15AG which is rated at 680 SHP. The
alternate engine for the AT-502B is the PT6A-34AG which is rated at 750 SHP. The PT6A-34AG engine is
standard for the AT-504. Installation losses are very low and the full horsepower can usually be obtained at
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sea level temperatures up to 71 for the -15AG and up to 87 for the -34AG engines. The AT-502A can be
equipped with any of the following engines: the PT6A-140AG rated at 867 SHP, the PT6A-60AG rated at
1050 SHP, the PT6A-65AG rated at 1100 SHP, or the PT6A-45R flat rated at 1100 SHP. The marketing
term for the AT-502A with the PT6A-140AG engine is the "502XP".
The propeller for the 502B/504 is a Hartzell three-blade 106 inch diameter constant speed prop with
reversing capabilities. The 502A with the PT6A-140AG engine is equipped with a Hartzell 4-Blade 108-inch
diameter constant speed propeller with reversing capabilities. All other 502A airplanes are equipped with a
Hartzell 5-blade 111-inch diameter constant speed propeller with reversing capabilities. The hopper is made
of fiberglass and has a 500 gallon (U.S.) capacity. The horizontal stabilizer is all metal and strut-braced for
added rigidity. The vertical fin is cantilever. The elevators and rudder are of all-metal construction and
sealed to prevent chemical entry. The fuselage features removable skin panels for ease of maintenance and
cleaning. High-lift flaps are incorporated and are interconnected with the ailerons to provide extremely short
take-off and landing distances.
The AT-502A and AT-502B aircraft are single cockpit aircraft with a single seat. The AT-504 is two-
place with side by side seating and has dual controls for training.

CERTIFICATION BASIS

The AT-502A/502B/504 is structurally certified to meet the requirements of FAR 23. The engine
installation along with the systems and equipment meet FAR 23 requirements except in cases where
inappropriate for agricultural operations. In these cases placards are installed on the instrument panel which
prohibit flying under those special conditions. The AT-502A/502B/504 is certificated by the manufacturer for
a gross weight of 8,000 pounds. However, under the provisions of Part 8 the operator may select his own
maximum operating weight, and field experience shows that higher operating weights be carried safely with
adequate margins of performance and structural strength. See aircraft Type Certificate Data Sheet (TCDS)
and Service Letter #304 for more information.
Certification basis is FAR 21.25 (a) (1) including certain paragraphs of FAR 23 applicable to turbine
engine installations.
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March 14, 2018 AT-502A/502B/504

INSTRUCTIONS FOR CONTINUED AIRWORTHINESS (ICA’s)

Maintain the airplane in accordance with the following manuals and documents:

LIST OF MANUALS AND DOCUMENTS

“Owner’s Manual- Air Tractor Model AT-502 Agricultural Airplane”

Document #03-0110

Air Tractor Inc.

Municipal Airport
P.O. Box 485
Olney, Texas 76374 U.S.A.

“Propeller Owner’s Manual & Log Book”

Manual 139

Hartzell Propeller Inc.

One Propeller Place
Piqua, Ohio 45356-2634 U.S.A

“Maintenance Manual- Turboprop Gas Turbine Engine- Model PT6A-15AG”

Manual Part No. 3030442, Vols. 1 & 2

“Maintenance Manual-Turboprop Gas Turbine Engine-Models PT6A-34AG”

Manual Part No. 3021242, Vols. 1 & 2

“Maintenance Manual-Turboprop Gas Turbine Engine-Models PT6A-45R”

Manual Part No. 3027042, Vols. 1 & 2

“Maintenance Manual-Turboprop Gas Turbine Engine-Models PT6A-60AG”

Manual Part No. 3034342, Vols. 1 & 2

“Maintenance Manual-Turboprop Gas Turbine Engine-Models PT6A-65AG”

Manual Part No. 3032842, Vols. 1 & 2

“Maintenance Manual-Turboprop Gas Turbine Engine-Models PT6A-140AG”

Manual Part No. 3079582, Vols. 1 & 2

Pratt & Whitney Canada

1000 Marie-Victorin
Longeuil, Quebec
Canada J4G 1A1
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AT-502A/502B/504 March 14, 2018

FUSELAGE

The fuselage structure is of heli-arc welded 4130N steel tubing. All fittings and bushings are also of
4130N steel. Fuselage repairs may be made in accordance with appropriate FAA repair procedures and gas
welding is permissible. There are no heat-treated members in the fuselage. The front section of the fuselage
from the rear spar forward and including the engine mount have been oven stress-relieved in order to
prevent stress concentrations from the welding operation. For corrosion control oil passage holes are drilled
at the intersections of all tubes and clusters. Hot linseed oil is then pumped into the fuselage frame and
drained. This oil adheres to the inside walls of the tubing. The exterior of the fuselage frame is then sand-
blasted and painted with AG Air Yellow Epoxy which is resistant to nearly all chemical action.
The fuselage lower and upper skins are attached to the fuselage frame with stainless screws and nuts.
The fuselage side panels are of heavy gauge 2024-T3 alclad or 6061-T6 and are attached to stainless
camloc receptacles. This allows the side panels to be removed in minutes, leaving the fuselage frame open
for thorough cleaning and inspection. All skins are mounted with clearance between the skin and the
fuselage tubing so that chemicals will not collect and cause corrosion.

WINGS

The wing structure is full cantilever, with the main spar carrying all of the bending loads. Construction
is of 2024-T3 alclad for skins and spar webs. The upper spar cap is also 2024-T3 material, but the lower spar
cap is made of alloy steel for a long fatigue life. The wing has a constant chord of 72 inches and a span of
52.0 ft. The wing utilizes a NACA 4415 wing section and has 2 degrees of washout twist.
The leading edge is extra heavy with a leading edge doubler bonded internally to minimize denting.
Each wing panel has the leading edge divided into five different pieces to allow easy replacement. Universal
head rivets are used to facilitate the removal and replacement of leading edge sections.
The fuel tanks are located in the inboard section of the wing and are an integral part of the structure.
The closely riveted seams and heavy skins make them burst resistant in the event of a crash. Sealing is
accomplished by an application of Courtalds Aerospace PR-1442 Class A and Class B sealing compound*.
The inboard end of the wing is sealed against chemical entry and the aileron pushrod has a flexible boot
attached to prevent entry of chemical at the pushrod location. A complete wire bundle for night working lights
is installed inside the wing during assembly so that lights may be added at a later date.
The upper spar cap is painted with yellow polyurethane paint and the lower spar is cadmium plated
and primed for corrosion protection. All other parts inside the wing are treated with alodine and primed prior
to assembly.
* Alternate sealers are Morton Aerospace MC-236 Class A and Class B, AC-Tech AC-236 Class A and
Class B, PRC DeSoto International P/S 890 Class A and Class B, and AC-Tech AC250 Class A and Class B.

AILERONS

The ailerons are of all-metal construction and hinged on ball bearings. The bellcranks and pushrod
ends operate on ball bearings, producing smooth operation and low system friction. The stick forces are light
and the ailerons are very responsive. The light stick forces are a result of the installation of aerodynamic
servo tabs installed on the outboard end of each aileron.
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The ailerons are interconnected with the wing flaps so that as the flaps move down through 26 , the
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ailerons droop 10 . The interconnection is non-linear so that most of the aileron droop occurs with the first
half of the flap travel. This provides optimum conditions for short take-off performance.
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Each aileron has a large balance weight on the outboard end of the aileron just forward of the leading
edge. These weights must never be removed as they are necessary for flutter prevention.

Bendable Aileron Trim Tabs

Small bendable aileron trim tabs are installed on the trailing edge of each aileron. These tabs allow
the pilot to make minor adjustments to the airplane’s roll trim by adding a small amount of up or down force
to the trailing edge of the aileron in flight.
To make an aileron trim adjustment, fly the airplane at normal cruise power and normal cruise speed
in smooth air. While flying the airplane in coordinated flight (ball centered), evaluate the airplane’s natural
rolling tendency with the controls free, and evaluate the amount of stick force required to fly the airplane
wings level. In the case of “left wing heavy”, the pilot should bend the left bendable tab trailing edge UP, and
the right tab trailing edge DOWN. Use a hand seamer or other similar tool to make a clean, even bend.
Avoid excessive bend angle, because the bendable tabs will stall and become ineffective at bend angles
greater than 20 degrees. Make tab adjustments in small increments, and re-fly the airplane to re-evaluate
roll trim.

FLAPS

Extra large Fowler-type flaps are incorporated on the Air Tractor. The flaps are electrically operated
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and may be stopped at any position from 0 to the maximum of 26 travel. The flaps are controlled by a switch
conveniently mounted just below the throttle quadrant. The flaps have external markings which may be
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viewed from the cockpit with each of the first two marks being 10 of travel.
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The flaps are very effective for both take-off and landing. For a short take-off roll, 10 of flap is normally
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used. The flaps are also useful during turns, although no more than 10 should be used.

EMPENNAGE

The horizontal stabilizers are all-metal and strut-supported for rigidity. The struts are constructed of
streamlined 4130N tubing. The struts have a stainless clevis where the attachment to the stabilizer is made
and the clevis is adjustable in order to rig the stabilizers properly with the wing and in a straight line from side
to side.
The vertical fin is cantilever and is of all-metal construction. It has a relatively short span in order to
minimize the hazards of working under telephone lines or other obstructions. A heavy-duty wire deflector
cable is attached to the top of the vertical fin and extends to the top of the canopy where it is anchored.
The control surface hinges have a single stainless steel ball with a Teflon lining. Long bearing life can
be expected and it is not necessary to lubricate the hinge.
The elevator trim tabs act as Servo tabs in addition to providing longitudinal trim for the Air Tractor.
Because of the large tab size, the trim tabs provide a considerable amount of trim authority. Removable
bronze bushings are provided at each joint. As the bushing wear, they should be replaced so that trim tab
free play may be kept to a minimum. The all-metal rudder has a servo tab that also serves as an adjustable
trim tab.
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AT-502A/502B/504 March 14, 2018

LANDING GEAR AND BRAKES

Landing Gear
A spring type main and tail landing gear is used on the Air Tractor. This type of landing gear provides a
minimum of maintenance, low drag and considerable energy absorption for hard landings. In addition, a
smooth ride is provided for operations from rough strips.
The main gear axles are made of alloy steel, and cadmium plated for corrosion protection. Tapered
aluminum shims are used between the axle and the main gear leg to provide the proper camber and toe-in.
The main gear wheels are Cleveland p/n 40-133 with a 29x11.00 10-ply rating tire installed. Main wheel tire
inflation pressure is 50 psi (unloaded) or 52 psi (loaded).
The tail wheel is a Cleveland 40-168. A grease fitting is provided in the side of the wheel in order to
grease the bearings.
The tail wheel tire is 5.00x5. Be sure it is 6-ply rating. Tire pressure is 50 psi loaded or unloaded.
The tail wheel fork is of welded 4130N tubing construction and is heat-treated for strength. Bronze
bushings and a brass wear plate are incorporated where the fork enters the tail wheel housing. A tail wheel
locking mechanism is provided and the tailwheel may be unlocked by pushing the control stick forward. This
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lifts the stainless locking pin out of the tail wheel fork and allows the tail wheel assembly to swivel 360 . If
during taxi the aircraft tends to steer to the left or to the right with the controls neutral, it is possible to
readjust the lock pin position by loosening the 4 screws that attach the lock pin housing to the fork housing
plate. The lock pin can then be moved in the desired direction and the screws tightened.

Brake System

Brakes are the same, left or right, and are Cleveland p/n 30-98C. The brake cylinders are Cleveland
p/n 10-23F. Brake fluid is the conventional red petroleum-base Mil-H-5606A fluid. The brake fluid reservoir is
a Volkswagen p/n 113611301 L and is mounted on top of the lower instrument panel where the fluid level is
always visible. The parking brake valve is a Scott p/n 4500A-2. Stratoflex hoses are used from the pressure
side of the master cylinder to the parking brake valve and stainless steel lines are routed from the valve to
the bulkhead fitting next to the main landing gear. A high-pressure Stratoflex hose connects the bulkhead
fitting to the wheel cylinders.
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AT-502A/502B/504 March 14, 2018

ENGINE

The usual engine choice for the AT-502B/504 is a Pratt & Whitney PT6A-34AG turboprop engine. This
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engine is rated at 750 HP for take-off at sea level and 87 F. Maximum torque at take-off is 1790 ft-lbs.
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Maximum ITT for take-off is 725 C. Maximum Ng is 101.5% for take-off. Maximum Np for all operations is
2200 RPM.
The AT-502B can also be equipped with a Pratt & Whitney PT6A-15AG turboprop engine. This engine
is rated at 680 SHP and 1628 ft-lbs of torque for takeoff. Maximum ITT for takeoff is 725 °C. Maximum Ng
is 101.5% and maximum Np for all operations is 2200 RPM.
The standard engine for the AT-502A is the PT6A-60AG. This engine is rated at 1050 SHP. Maximum
o
torque for take-off is 3245 ft-lbs. ITT maximum is 820 C. For airplanes with the PT6A-65AG, the engine is
rated at 1100 SHP and 3398 ft-lbs of torque on takeoff with a maximum ITT of 820 °C. For airplanes with the
PT6A-45R, the engine is rated at 1100 SHP and 3398 ft-lbs of torque on takeoff with a maximum ITT of
800 °C. The maximum Ng for these engines is 104.0% and the maximum Np for all operations is 1700 RPM.
AT-502A aircraft with the PT6A-140AG engine have a maximum of 867 SHP and 2397 ft-lbs on takeoff
with a maximum ITT of 870 °C. The maximum Ng is 103.7% and the maximum Np for all operations is
1900 RPM.
For long engine life it is recommended that the I.T.T. is kept well below the maximum limits. Use only
enough power on take-off to operate safely from the strip being used.
See the flight manual for other engine limits and special conditions. Read the engine maintenance
manual for instructions as to care and servicing of your engine.

INDUCTION SYSTEM

Engine air is drawn in through the inlet scoop, through a barrier type filter and into a sealed plenum
which is located between the forward and aft engine firewalls. There are three different filter installations that
Air Tractor has used on AT-502A/502B/504 aircraft. Each of these filter installations is over 99% efficient
and cause only a negligible pressure drop due to the ram air pressure developed by the air scoop.
The earliest air filter system used two large, cylindrical commercial truck filters. These filters are Donaldson
p/n P182043 (alternate is P510337) for the AT-502B/504 and Donaldson p/n P181008 (alternate is P510335)
for the AT-502A. Aircraft equipped with the Air Tractor Ram Air system have the airscoop moved from the
lower side of the engine cowling to the nose of the aircraft, just below the propeller. This Ram Air
configuration may have one of two different filter systems. The first system uses a pleated filter element
made by Donaldson (p/n P613731 for the AT-502B/504, p/n 52427-17 for the AT-502A (w/ -45R, -60AG, and
-65AG engines)) pleated filter element. This filter looks like a paper element filter, but is actually synthetic.
The second type of Ram Air filter is a Brackett foam air filter. This filter is a disposable foam Description
element filter that contains a sticky residue “wettant” that traps and holds dirt and debris. This is a
lightweight, flexible filter that is installed in a stainless steel frame inside the engine plenum. The part
number for the Brackett foam filter is BA-409E for the AT-502B/504 and BA-413E for the AT-502A (w/ -45R,
-60AG, and -65AG engines).
A pressure differential switch is installed on the top R/H side of the aft firewall with one probe in the
engine area and the other probe in the plenum. At such time that the pressure difference between the air in
the engine area and the air in the plenum reaches the set point, the air filter light on the instrument panel will
come on. The set point is 13 inches of water vacuum for AT-502B/504 aircraft and AT-502A aircraft with the
PT6A-140AG engine. The set point is 15 inches of water vacuum for AT-502A aircraft with the
PT6A-45R/-60AG,-65AG engines. This light has a “push to test” feature and should be checked before the
engine is started.
Description Page 8 Air Tractor, Inc.
March 14, 2018 AT-502A/502B/504

EXHAUST SYSTEM

The 502B/504 exhaust pipes are Air Tractor p/n 50597-3 (L/H) and p/n 50670-1 (R/H). These pipes are
attached with stainless MS20034-1 bolts, MS20500-428 nuts, and AN960C416 washers. There are exhaust
covers provided with each aircraft and these covers should be installed when the engine has cooled. The
AT-502A uses p/n 51238-7 (L/H) and p/n 51238-6 (R/H) exhaust pipes when the PT6A-45R, -60AG, or
-65AG engines are installed. AT-502A aircraft with the PT6A-140AG engine use Air Tractor p/n 50597-3
(L/H) and p/n 50670-1 (R/H) exhaust pipes.

FUEL SYSTEM

Standard 502B/504 aircraft have two fuel tanks with a capacity of 85 U.S. gallons each. Both tanks
gravity feed into a small header tank which is located behind the chemical hopper and below the rear spar
attach tube. Optional fuel capacity is either 216 or 234 gallons for the 502B/504. The 502A standard fuel
capacity is 216 gallons.
The fuel valve handle is located within easy reach of the pilot and is marked “Main” and “Off”. There
can be no tank selection since both tanks are interconnected. The fuel valve is placarded in “Gallons
Usable”. The fuel gauge receiver, which is located on the instrument panel, is marked in fractions of usable
fuel.
Finger strainers of coarse wire mesh are located in each fuel tank. Fuel flows from the wing tanks into
the header tank, through the fuel valve and to the airplane firewall. From the firewall, a fuel line is connected
to a large fuel filter. This fuel filter may be either a Fram FS1133-PLM or Air Tractor p/n 53114-1 fuel filter
(AT-502A model aircraft use a 53114-2 fuel filter). All fuel filters use an Air Tractor p/n 52351-1 fuel filter
element. The p/n 52351-1 fuel filter element should be cleaned at 100-hour intervals or as required,
depending on how clean the fuel is that is being used. A vacuum pressure switch is connected to the outlet
side of the filter. If the filter becomes clogged, the switch will close and the “FUEL FILTER” warning light will
illuminate in the cockpit.
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The fuel filter screen is removed by removing the center bolt on top of the firewall-mounted filter unit.
The steel filter bowl and screen can then be dropped off. The fuel in the bowl should be examined for
sediment or water and the filter screen cleaned or replaced if necessary. (See S/L #229 and S/L #229A).
When the fuel filter bowl has been removed for screen inspection it must be remembered that the fuel
lines from the engine fuel control to the header tank have been drained, and these lines will be air-locked if a
start is attempted without first priming the lines with fuel. Use the electric boost pump for this.
The fuel lines continue from the firewall mounted fuel filter to the airframe pump, which is mounted on
the engine vacuum drive pad. This pump is P/N 51076-1, set for CCW rotation. The elbow on the discharge
side of the airframe pump is modified to accept installation of a 15 psi pressure switch (p/n M4003-15).
The airframe pump has a pressure adjustment that has been set at the factory for approximately 18 psi
with the engine operating at 80% power. If a new airframe pump is installed, and if a negative pressure is
read on start-up, it is a sign that the airframe pump is not set up for proper rotation, and the body of the pump
can be removed and rotated 180° to obtain a positive reading. The engine manufacturer requires that a
minimum pressure of 5 psi is being delivered to the fuel control at all times, with a maximum pressure of 20
psi. The fuel pressure switch and warn light has been installed so that if the fuel pressure warn light comes
on, or if fuel pressure drops below 15 psi, the electric fuel boost pump should be turned on. The pilot should
land as soon as possible and investigate. Possible cause of a drop in fuel pressure would be a dirty fuel filter,
or loose fuel line.
The fuel lines continue from the airframe pump to the fuel heater body. Lines from that point on are
furnished with the engine.
There are four quick drains in the fuel system: one in each wing tank, one in the header tank and one
in the fuel valve. These drains should be activated daily. It is good practice to pass the fuel from these
drains through a clean white rag held in the hand so that a check can be made on the spot as to the
cleanliness of the fuel and evidence of water.
Each fuel tank has an overboard vent located near the wing tip. With both tanks completely full, it is
possible during flight to vent a small amount of fuel overboard by skidding the aircraft or rolling sharply.
Fuel type is called out in the Flight Manual. Fuel System Icing Inhibitor (FSII) such as Prist should be
added to the fuel at a rate to provide .06% to .15% of FSII by volume when operating below 40° F.
An optional ferry fuel system (hopper fuel) may be installed by following the procedures and using the
parts described on drawing 50280-4.

To Install Ferry Fuel System

1. Remove spray pump by disconnecting coupler at gatebox, disconnect brake cable at pump,
disconnect side discharge tube at spray valve and tube support on side of gatebox, and uncouple
pump at disconnect on pump strut.

2. Remove the bottom load tube between the gatebox and spray valve. Plug opening in gatebox with
furnished plug and tighten clamp.

3. Install screen per Drawing 50280 in gatebox opening that supplied pump. Install coupler, fittings and
filter per Drawing 50280. Assemble all fittings with PR-1422-A2. If filter was used previously,
disassemble and inspect for contamination. Safety coupler arms with tyrap per drawing.
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AT-502A/502B/504 March 14, 2018

4. Remove inspection cover from lower belly skin and route hose from fuel filter through hole to plugged
side of fuel valve. Hose must clear all flight controls.

5. Turn fuel valve pointer to "OFF" position. Remove plug from fuel valve, install fitting and attach hose.

6. To use hopper fuel, rotate fuel selector handle per flight manual instructions.

To Remove Ferry Fuel System

1. Turn fuel valve pointer to "OFF" position.

2. Remove hose and fitting at fuel valve and install plug.

3. Replace inspection cover in belly skin. Remove coupler, fittings, screen and filter from gatebox.

4. Remove plug from bottom load tube opening in gatebox and install tube.

5. Install spray pump, plumbing and brake cable in reverse sequence to paragraph 1 under To Install
Ferry Fuel System above.

ENGINE CONTROLS

A quadrant on the left-hand side of the cockpit incorporates the Power lever, the Propeller control
lever, and the Start control lever. The Power lever has an idle stop and cannot be moved into the reverse
range without moving the trigger at the top of the lever forward. Do not allow the power lever to be moved
into the reverse range unless the engine is running or else the control linkage could be damaged. The
AT-504 has an additional power lever on the right-hand side of the cockpit.
The Start lever has a latch that prevents inadvertent movement below the “Run” position that would
shut off the fuel in flight. The Start lever should always be in the “Flight Idle” position during flight to allow the
engine to remain spooled up enough during approach to allow quick acceleration in case a go-around is
required. Refer to the Start Procedures in the Flight Manual for proper positioning of the Start lever when
starting. It is important to remember that only with the Start lever full back at the most aft stop position is the
fuel cut off.
The Propeller lever may be placed in the full forward position during the start sequence for more
convenient movement for the Start lever providing the temperatures are warm. For cold weather starts the
Prop lever should be aft, as called out in the starting instructions, as initial oil pressure will go to engine
bearings instead of the propeller dome.
All engine controls utilize push-pull cable assemblies. These AT-502B cable assemblies are p/n
66-3635-2112 for the Power and Start Control and p/n 66-3635-2170 for the Propeller control. These cables
have very little friction and require no lubrication. The AT-502A with PT6A-45R/-60AG/-65AG engines uses
a p/n 66-3635-2089 cable for the Power and Start controls, and p/n 66-3635-2196 for the Prop control. The
AT-504 cable assembly is P/N 66-3635-2089 for the power, start, and propeller controls. The AT-502A with
the PT6A-140AG engine uses the Orscheln p/n 38004804 cable for Power and Start controls and the
Orscheln p/n 38004702 cable for the Propeller control.
Description Page 12 Air Tractor, Inc.
March 14, 2018 AT-502A/502B504

PROPELLER AND GOVERNOR

The propeller used on the 502B/504 is a Hartzell HC-B3TN-3D/T10282+4 or T10282N+4 or

T10282NS+4 blade 106" diameter constant speed with reversing capabilities. Propeller pitch settings are
-8.0° (reverse), 18° (low pitch), and 86-88° (feather) at the 30" station.
The prop used on the AT-502A with the PT6A-45R/-60AG/-65AG engines is a Hartzell
HC-B5MP-3C/M10876ANS 5-blade 111.0 inches in diameter. The pitch settings of this propeller are -11.0°
(reverse), 16.5° (low pitch), and 79.0° (feather) at the 42" station.
The prop on the AT-502A with the PT6A-140AG engine is a Hartzell HC-B4TN-3C/T10702NS 4-blade
108.0 inches in diameter. The pitch settings of this propeller are -15.0° (reverse), 8.2° (low pitch) and 80.7°
(feather) at 42" station.
The primary prop governor is furnished with the engine. The overspeed governor is a Woodward p/n
A210507 or 210507-01.The overspeed governor takes over automatically in case of failure of the primary
governor and reduces RPM from 30 to 60 RPM below the maximum of 2200 RPM.
Overspeed Governor – CHECK (first flight of the day and after maintenance).

For the AT 502B and 504, the procedure for checking the overspeed governor is as follows:

POWER LEVER ............................................................................................... IDLE

PROP LEVER (P) .......................................................... Full forward for 2200 RPM
PROP OVERSPEED TEST SWITCH ................................................................. ON
POWER LEVER ......................................................................................ADVANCE
PROP RPM ........................................... ENSURE Np stabilizes at 2025 ± 50 RPM
POWER LEVER .................................................. REDUCE to less than 2000 RPM
PROP OVERSPEED TEST SWITCH ..................................... OFF and GUARDED
POWER LEVER ...........................ADVANCE (Ensure that 2200 RPM is available)
POWER LEVER ............................................................................................... IDLE
Propeller pitch settings are -8.0° (reverse), 18° (low pitch) at the 30” station.

For the AT 502A the procedure for checking the overspeed governor is as follows:

POWER LEVER ............................................................................................... IDLE

PROP LEVER (P) .......................................................... Full forward for 1700 RPM
PROP OVERSPEED TEST SWITCH ................................................................. ON
POWER LEVER ......................................................................................ADVANCE
PROP RPM ........................................... ENSURE Np stabilizes at 1550 ± 50 RPM
POWER LEVER .................................................. REDUCE to less than 1500 RPM
PROP OVERSPEED TEST SWITCH ..................................... OFF and GUARDED
POWER LEVER ...........................ADVANCE (Ensure that 1700 RPM is available)
POWER LEVER ............................................................................................... IDLE

Propeller pitch settings are -11.0° (reverse), 16.5° (low pitch) at the 42” station.
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For the AT 502A with the PT6A-140AG engine (502XP) the procedure for checking the overspeed
governor is as follows:

POWER LEVER ............................................................................................... IDLE

PROP LEVER (P) .......................................................... Full forward for 1900 RPM
PROP OVERSPEED TEST SWITCH ................................................................. ON
POWER LEVER ......................................................................................ADVANCE
PROP RPM ........................................... ENSURE Np stabilizes at 1800 ± 50 RPM
POWER LEVER .................................................. REDUCE to less than 1800 RPM
PROP OVERSPEED TEST SWITCH ..................................... OFF and GUARDED
POWER LEVER ...........................ADVANCE (Ensure that 1900 RPM is available)
POWER LEVER ............................................................................................... IDLE

Propeller pitch settings are -15.0° (reverse), 8.2° (low pitch) at the 42” station.

ELECTRONIC STARTING AND CHARGING SYSTEM

Description - Refer to your parts manual and to schematic found in this manual, the system consists of:

(1) The Starter/Generator (S/G) - the armature is continuously engaged in the engine's accessory
gear box. The S/G functions as an electric motor for starting the engine and then as an engine
driven DC Generator.
(2) The Generator Control Unit (GCU) - The GCU is located under the cockpit floor.
(3) The Line Contactor Relay (LCR) - located on the right side of the firewall.
(4) The Start Relay - located on the right side of the firewall.
(5) The Start Switch (ST SW) - located on the Lower Instrument Panel.
(6) The Generator Switch (GEN SW) - located on the Lower Instrument Panel.
(7) The Pilots Panel Voltmeter (VM) - located on the Lower Instrument Panel.
(8) The Low Voltage Warning Light (LV LITE) - located on the Upper Instrument Panel (when
equipped)
(9) 15 Amp GCU Circuit Breaker (15A C/B) - located on the right lower engine mount tube just ahead
of the firewall.

Theory of Operation

Starting - Actuating the Start Switch energizes the Start Relay which applies battery voltage to term C
of the S/G which operates as a series wound DC motor. Note that at the same time battery voltage is applied
to pin N of the GCU which signals it to remove field excitation from the S/G. The purpose of this feature is to
prevent the poor start performance that would otherwise result if the Generator Switch were left in the ON
position.

Note: It is recommended that the Generator Switch be in the OFF position during START because of
the high inrush current to the batteries immediately upon Start termination will result in higher than normal
gas temperature (ITT). It is better to allow the engine to stabilize at Ground Idle before turning the Generator
Switch ON.
Description Page 14 Air Tractor, Inc.
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Generator Mode - Following engine starting and prior to turning the Generator Switch ON (The engine
at ground idle) the voltage output of the S/G (Terminal B) should be .5 to 1.5 volts. This is a residual voltage
that results from residual magnetism in the S/G even though the field excitation from the GCU is Zero.
Turning the Generator Switch ON causes this residual voltage to be applied to pin J, which the GCU in turn
outputs on pin M. As a result the S/G output will build up rapidly and stabilize at the 27.5 V voltage setting of
the GCU (externally adjusted from 26 to 30 volts). Sensing for Voltage Regulation is between pins B and G.

Line Contact Relay (LCR) Control - The GCU monitors the S/G output and the Bus Voltage on pins B
and A respectively. As the S/G voltage builds up to within approximately .2 volts of the Bus voltage the GCU
will output system voltage on pin H resulting in activation of the LCR. Power for this circuit is derived from pin
J so turning the Generator Switch OFF disables the LCR as well as the S/G.

Reverse Current Protection - If the S/G voltage drops below the Bus voltage (battery) due to normal
conditions such as engine shutdown or abnormal conditions such as loss of field excitation the S/G will draw
reverse current (discharge the battery). The GCU senses this condition via pin D which is connected to
terminal D of the S/G. Terminal D output is a positive voltage proportional to reverse current.

Overvoltage (OV) Protection - In the event that system faults occur, either internal or external to the
GCU, that results in over-excitation of the S/G the OV circuit will prevent the Bus voltage from going above
approximately 32 volts. This protection is accomplished by a "Crowbar" circuit in the GCU which internally
shorts pin J to D. This results in immediate removal of voltage from the S/G field and the LCR coil. At the
same time high current flow through the 15A C/B causing it to trip. The OV Circuit has a time delay to
prevent nuisance trips due to system transients.

ELECTRICAL SYSTEM

All turboprop Air Tractors smaller than the -67AG have a 250 amp 28 volt starter-generator which is a
Lear-Siegler p/n 23048-021 and uses a p/n 23046-520 QAD mounting kit. The optional wet spline starter-
generator is a Lear-Siegler (Lucas) p/n 23048-028 and uses the p/n 23078-010 QAD. Another optional
starter-generator is the Aircraft Parts Corp. 250SG112Q which uses the 250SG1083-3 QAD. The system is
derated to a 150 amp system by use of a 150 amp PDLM-150 circuit breaker. The voltage regulator is a
Precision Airmotive p/n 42-1001, and the starter and master relays are Cutler-Hammer p/n 6041H202A.
Alternate relay is the Kissling p/n 29-314-12-903. The batteries are Teledyne Gill Electric p/n G-246AT and
are wired in parallel for extra cranking power. Amp-hour rating of the two batteries combined is 42 amp-
hours. The batteries are each 24 volt lead-acid batteries. The AT-502A has three G-246AT batteries when
the PT6A-45R/-60AG/-65AG engines are installed and two G-246AT batteries when the PT6A-140AG engine
is installed. A ground start receptacle is installed on the left-hand side of the lower cowling since an external
power supply should be used for starting at any time the batteries have a charge of less than 24 volts. Fully
charged batteries should allow the gas generator to peak at about 18% Ng before the Start control lever is
advanced to the “Run” position. At this high an Ng speed, a “cool” start with a I.T.T. peak of around 610 to
o
620 C is possible which is desirable.
A wiring diagram of both the starting system and the instrument wiring is furnished in the Maintenance
section of this manual. AT-502 series planes were built with Eaton-Cutler Hammer power relays until late
1997. In late 1997 the relays were replaced in production with Kissling relays. Schematic wiring diagrams
still show the Eaton-Cutler Hammer terminal numbers X1, X2, A1 and A2. Kissling terminal equivalent
numbers are X1=85, X2=86, A1=88 and A2=88a.
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COCKPIT

The AT-502A/-502B/504 has exceptional visibility on the ground as well as in the air. The AT-502A/-502B
windshield is three piece, the two corner pieces being Plexiglas while the flat center piece is automotive
safety plate. The AT-504 uses a two-piece Plexiglas windshield. Cockpit entry is made through either of two
large canopy doors. A wire deflector is incorporated into the windshield support structure.
The rudder pedals may be adjusted on the ground by removing the “T” pin and sliding the rudder
pedals in the aluminum channel to the desired position and reinserting the “T” pin. The seat is fixed in one
position at the factory. However, the operator may lower the seat if desired by removing the two pins and
drilling new holes through the seat rail. The seat structure is of welded 4130N tubing, oiled internally, and
sand-blasted, primed, and painted. The covers are removable and may be changed as required. The covers
are of a coarse mesh material for comfort during hot weather. A special installation tool is required for
installing new covers and may be borrowed from the local Air Tractor dealer. At the bottom extreme of the
seat a tube structure supports a thick Ensonite pad to protect the pilot should the covering material fail in a
severe crash.
A three inch wide safety belt is attached to the structure. The shoulder harness is attached to the
primary fuselage structure behind the cockpit. The shoulder harness is a necessary part of the restraint
system and must always be worn.
If the aircraft is equipped with AmSafe Airbags, these airbags are built into the shoulder harnesses.
The airbag system is equipped with its own internal battery, so it is always active. There is no pilot action
necessary to arm or operate the system. The airbag system requires the use of the installed crotch strap for
proper pilot protection.
A control lock is located under the panel and hinges up to secure the control stick.
The instrument panels are in two sections, with the upper panel containing the instruments most often
used during flight. A large hopper window between the panels allows the pilot to determine the amount of dry
fertilizer or seed remaining in the hopper. Instruments provided with the basic airplane include a sensitive
altimeter, airspeed indicator, ITT gauge, oil temp gauge, oil pressure gauge, torque-meter, propeller
tachometer, gas generator tachometer, compass, boom pressure gauge, fuel gauge, and voltmeter.
A stall warning horn is provided and the lift detector on the wing is set to activate the horn at
approximately 5 miles per hour above stall. A hopper quantity gauge is installed on the right-hand side of the
upper instrument panel. This gauge is marked to read in U.S. gallons with the aircraft in the ground attitude.
In addition the hopper is marked in 25 gallon increments where visible to ground crew.
The hopper window in the rear wall of the hopper is supported with an aluminum frame and is sealed
with silicone sealer which is impervious to most chemicals and is available at most industrial stores.
The cockpit has aluminum enclosure skins and control push-rod boots which isolate the cockpit from
the rest of the aircraft and prevent the entry of most chemicals. If the aircraft is to be used for dusting
however, the operator should install boots about the rudder cables where they pass through the cockpit wall
and re-seal small cracks and seams with silicon sealer. In addition, two additional small airscoops should be
installed on the lower skin just aft of the firewall. These airscoops will provide a positive pressure in the
fuselage to prevent dust from entering.
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CONTROL SYSTEM

Push-pull tubes are used in both the aileron and elevator system. Rod-end bearings are installed in
each push-rod to minimize control system friction. The torque tube which is mounted on the cockpit floor is
supported at each end with bronze bushings. These bushings have a grease fitting installed so that grease
may be applied as necessary. As these bronze bushings wear, fore and aft slack may develop which can be
removed by the addition of shims made of .010 thick steel. These shims are added to the forward end of the
torque tube. The stops for the elevator control system are located on each side of the elevator horn. The
aileron control stops are welded to the floor structure at the forward end of the torque tube. Both the aileron
and the elevator down stop employ neoprene washers which act as shock absorbers for the system.
The rudder stops are located at the rudder horn. The rudder controls consist of large stainless cables.
There is a spring interconnect between the rudder and the aileron system which allows banking the aircraft
with rudder application alone.

ENGINE-DRIVEN AIR CONDITIONER R134A (DWNG. 60740)

The AT-502A/502B/504 uses a gas-cycle air conditioning system for climate control in the most
adverse temperature and humidity situations. The functional layout of the air-conditioning system is shown in
Drawing 60749.
This versatile air conditioning system allows the pilot to select ram air from outside, or to recirculate
cockpit air, or a combination of the two. The ram-air control handle is located on the aft-cockpit wall, to the
right-hand side of the pilot.
All control switches for the air conditioning system are located on the pilot's panel. The pilot can use the
main switch to turn the air conditioner ON or OFF or to enable only the evaporative blower fan. The
evaporative blower switch is used to control the blower speed as HIGH, MEDIUM or LOW.
The Sanden SD-508 compressor has five reciprocating pistons driven by a rotating wobble-plate. It
uses reed-type valves to control flow at the suction and pressure ports. It is powered by an engine drive pad.
Gears in the engine pad drive a splined quill shaft that turns a small two-sheave pulley. This small pulley
drives the larger flywheel pulley with a flat serpentine belt. The belt is Goodyear p/n 4080220 and is specially
made for Air Tractor. This larger drive pulley is connected, through an electromagnetic clutch, to the
compressor shaft.
In Drawing 60749, hot, high pressure, gaseous refrigerant leaves the pressure port of the compressor
and goes to the upper inlet of the condenser coil. While in the condenser coil, the refrigerant is cooled at high
pressure by the condenser fans. The temperature drop in the condenser coil causes the gas to liquefy. The
refrigerant emerges from the bottom of the condenser coil as a warm liquid under high pressure.
Next, the warm liquid passes to the receiver/dryer. The receiver/dryer acts as an accumulator to
dampen pressure pulses from the compressor. It also removes moisture from the system, preventing internal
freeze-up of the expansion valve.
From the receiver/dryer, the warm liquid goes to the inlet of the block expansion valve. The expansion
valve throttles the flow of warm liquid, dropping its pressure and temperature, transforming it to a cold gas.
The cold gas goes from the expansion valve to the inlet of the evaporator coil where it is warmed by
removing heat from the air drawn through the coil by the evaporator blower. This cooled air is ducted to the
eyeball vent on either side of the pilot. These vents are adjustable so that the pilot can direct the cool air as
desired.
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The refrigerant leaves the evaporator coil as a warm gas. This warm gas flows from the evaporator coil
back through the outlet port of the block expansion valve and then returns to the suction port of the
compressor where the compressor raises the pressure and temperature. The hot gas leaves the pressure
port of the compressor and the process starts over.
The wiring schematic for the air-conditioning system is shown in Drawing 60748. The air conditioner
fans, blowers, and compressor clutch are powered by the airplane bus. Mechanical power to drive the
compressor is taken from an engine accessory drive pad.
The Trinary Switch, located atop the receiver/dryer, does two things to control electrical power to the
compressor clutch. A set of contacts in the Trinary Switch protects the compressor by opening the
Compressor Clutch circuit any time the system's high pressure is less than 25 psi. This same set of contacts
opens when the system's high pressure exceeds 350 psi.

DISPERSAL SYSTEM

The standard spray system includes two-inch stainless plumbing and streamlined extruded aluminum
booms. Thirty-eight nozzles are incorporated although the boom is drilled and tapped for an additional 36
nozzles if desired. Quick-couplers are used in order to remove the booms and pump from the aircraft in
minutes. The spray pump is an Agrinautics p/n 65219 two-inch capacity pump. The fan is a Micronair five
blade adjustable pitch fan. The control valve is a Transland p/n 20384 and the strainer is an Air Tractor p/n
80392-12. The bottom-load valve is a Transland two and a half inch p/n 22395.
All hoses used in the spray system have a special lining which is impervious to nearly all chemicals.
The hoses are double clamped at all connections with stainless worm-drive clamps. All plumbing parts have
beaded ends to provide secure hose attachments.
However, high line pressures and water-hammer effects can blow fittings loose and it is a good
practice to wire all Quick-couplers together with a loop or two of safety wire. In addition, stainless steel straps
are used to safety the plumbing on the discharge side of the pump to the top of the pump, and at the spray
valve.
Spray nozzles used are Spraying Systems Inc. p/n 4666 diaphragm check valve, p/n 1/8 Q JJ-V body,
p/n QU-4010 Spray tip. The aircraft is equipped with -4010 spray tips which are for medium volume
applications.
The boom pressure gauge is glycerin-filled for long gauge life and to prevent needle fluctuations.
Copper tubing is used to connect the boom pressure gauge to a bulkhead fitting in the lower fuselage skin.
From the bulkhead fitting to the center boom assembly a Stratoflex hose is used.
The fan brake lever is an industrial over-center type lever which has considerable leverage so that the
fan can be stopped instantly. The brake cable tension can be adjusted in the cockpit by rotating the brake
lever handle.
Micronair rotary atomizers may be installed if desired. The factory supplies a special boom for 8
atomizers.
For dry materials a Transland p/n 22358 extra high-volume spreader is used. When the spreader is
installed the strainer should be rotated as required for clearance. For rapid changeover from spray to dry
materials remove only the pump and booms. For extended fertilizer application it is suggested that the center
boom assembly and control valve be removed to prevent fertilizer from getting into the valve assembly. This
can be accomplished in only a few minutes by removing the stainless “T” pins, which support the center
boom assembly and removing the two bolts that attach the valve to the stainless bracket.
The Air Tractor features a near leak-proof hopper lid which allows full liquid loads to be carried. The
leak-proof feature is made possible by a sturdy over-center latch assembly and a curved hopper top which
allows the hopper lid to be pulled solidly into place. Medium density nitrile 3/8 x 1' wide is used for a hopper
lid gasket. Four stainless over-center clamps help seal the fwd and aft lid edges.
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The hopper vent tube is welded 3" diameter stainless tubing inside the hopper. A 3" stainless ball is
used to seal off the overboard vent when the liquid level reaches the top of the hopper. The vent tube
protruding from the lower fuselage skin is made of aluminum and can be rotated to point forward to provide
positive pressure in the hopper for dry material application. This slight pressurization in the hopper requires a
little less gate opening for a given poundage which reduces the blockage effects of the door opening into the
slipstream. When the vent tube is rotated to point aft, a slight negative pressure is created inside the hopper
which prevents any fumes from escaping around the hopper lid gasket.
Optional dropped booms may be ordered from the factory which lower the spray booms 8-inches and
reduce the number of fine spray particles by as much as 50%. In areas where off-target drift is to be
avoided, the dropped booms should be installed.
Optional dispersal equipment includes a 3-inch spray system which utilizes the Agrinautics p/n 65715-
1 3-inch pump, 3-inch plumbing to the pump, and 2 1/2-inch plumbing to the booms.
Later models feature a trigger in the hopper vent tube that prevents the round stainless ball from
floating up and closing off the vent before the hopper is completely filled. When the bottom load valve is
closed, a cable which is attached to the valve handle releases the round ball and allows it to seal off the vent
tube to minimize overflow out the vent system during takeoff.
Right hand boom shut off is also available as an option from the factory. This feature gives the pilot
greater control of swath placement.
An optional spreader is the Transland 54401 NorCal Swathmaster which requires the p/n 24274
adapter box and the 25-inch gate box.

DIGITAL PAYLOAD HOPPER QUANTITY INDICATION SYSTEM

The Digital Payload Hopper Quantity Indication system and Spray Boom Pressure Indication system
consists of a magnetostrictive sensor, pressure sensor and a digital cockpit display, with an optional external
display. The displays indicate the quantity of the hopper (gallons or liters) and pressure of the spray boom
(PSI).
The magnetostrictive probe and floating magnet measures payload fluid level and the cockpit display
uses look up tables to convert the probe output to the quantity of fluid in the tank. There are 2 look up tables,
one for ground attitude and one for flight attitude, and is selected using an input from the aircraft hour meter
torque pressure switch. The display also performs data averaging to reduce sloshing effects, thus increasing
the accuracy of the system. If a remote display indicator is installed, an RS232 signal is sent from the
cockpit display to the remote display, both displays will indicate the same quantity. A pressure sensor is
installed in the left boom pressure line, and is wired to the display. The display indicates the pressure in the
boom line, and also alerts the pilot if negative pressure is present by illuminating a light on the display
indication “suck back”. This indicates when the aircraft recirculating ball valve feature is working. The
cockpit display can be dimmed using the dim button.
Your Payload Hopper Quantity Indication System comes pre-calibrated from the factory and should
never require adjustment. Periodic cleaning and preventive maintenance will ensure that your system
remains in good working order. See inspection section of this manual for recommended inspection items and
intervals.
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HOPPER RINSE SYSTEM

A hopper rinse tank is located forward of the firewall and may be filled with tap water for hopper rinse.
To rinse the hopper after spray chemicals are expended turn the rinse switch ON for a sufficient time for
water to clean the hopper walls, then OFF.
The pump will empty the 18 gal. tank in approximately 1 1/2 minutes. Be sure to open the drain valves
during cold weather so that the system is not damaged by freezing. The drain valves are located at the pump
and at the check valve.

BLEED AIR COCKPIT HEAT SYSTEM

An optional feature on all Air Tractors is the cockpit heater. Hot air is taken from the compressor
section of the engine and routed to a valve forward of the cockpit. The valve is opened by pulling up on the
knob on the left side of the seat above the floor (AT-502A/502B) or the center-mounted floor console (AT-
504). The amount of heat can be regulated by the amount of valve opening. Hot air is piped to the diffuser
on the forward side of the cockpit on the floor.
The bleed air tap on the engine has a restrictor fitting to limit the amount of hot air that is available, and
this restrictor should never be removed from the connection.
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