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ATP Grid Index to Manufacturer’s Publications:
Twi n Commander A/C

690
Maintenance Manual
Section ToDic
General Information
Title Page
List of Chapters (Table of Contents)
Manufacturer’s Introduction
Record of Revisions
Record of Temporary Revisions
List of Effective Pages
1 General Information
General Description
Principal Dimensions
Aircraft Structures
Aircraft Systems
2 Servicing
General Description
Ground Handling
Servicing
Airframe Maintenance
Lubrication
Temporary Revision No. 1/11/85
3 Hydraulics
General Description
General Maintenance Practices
Hydraulic System Components
Auxiliary Hlydraulic System
06/04/2004 Copyright Aircraft Technical Publishers Page 1 of 5
GC 0830 MM
Section Topic
4 Power Plant
Engine
Engine Accessories and Systems
Engine Preservation
Engine Change
Propeller
Engine Controls
Control Cables
5 Fuel System
General Description
Defueling and Refueling
Fuel Feed System
Fuel Vent System
Fuel Cells
Fuel Quantity Indicating System
6 Landing Gear, Wheels and Brakes

Landing Gear
Main Landing Gear
Nose Landing Gear
Wheels and Brakes
7 Flight Controls
General Description
Maintenance of Flight Controls
Control Surface Balancing
Flight Control Systems
8 Instruments
General Description
Instrument Vacuum System
Flight Instruments
Power Plant Instruments
Miscellaneous Instruments
Instrument Panel
GC 0830 MM)
Section Topic
Instruments
Stall Warning System
9 Environmental
Environmental System
Environmental System Components
Environmental System Controls
Oxygen System
10 Electrical System
General Discription
Power Distribution
Annunciator System
Lighting System Circuits
Hydraulic System Circuits
Power Plant Circuits
Fuel System Circuits
Instrument Circuits
Miscellaneuous Circuits
Electrical System Reference
Wiring Diagram Index
Left Starter Generator Circuit
Right Starter Generator Circuit

Power Distribution System
Environmental Control System
De-Icing Equipment
Flight Control Circuits
Fuel System
Hydraulic Control System
Annunciator Circuits
Engine Ind Sys Fuel Press.Oil Press,Engine Oil Temp

Inter Turbine Temperature
Horsepower Indication and Torque Limiting System
Stall Warning
Tachometer
Landing Gear Position Warning
Exterior Lighting
Interior Lighting
Propeller Synchronizer
Metal Chip Detector
Miscellaneous Equipment
GC 0830 MM
Section Topic
Battery Temperature Monitoring System

Interior Options
Spare Wires
11 Optional Equipment
General Information
Wing and Empennage Deicing System
Propeller Deicing System
Electric Windshield Wiper System
Windshield Alcohol Anti-Ice System
Rudder Anti-Icing System
12 Reserved
13 Inspections
Maintenance Requirements
General Instructions
Definitions
Maintenance Limits Schedule
Periodic Inspection Program
Phased ’A’ Inspection Program
Phased ’B’Inspection Program
Phased ’C’Inspection Program
Phased ’D’Inspection Program
Calendar Inspection Program
Check "A"
Check "Al"
Check "B1"
Check "C1"
Check "D1"
Major Inspection-Guide I
Major Inspection-Guide II
Abnormal Ground Loads Inspection Schedule
Abnormal Flight Loads Inspection Schedule
Lightning Strike Inspection Schedule
Main Landing Gear Major Inspection Program-Guide III
Nose Landing Gear Major Inspection Program-Guide IV
Dispatch Assurance Maintenance

GC 0830 MM
Section Topic
End of Index
GC 0830 MM
NIFGI
INTRO
’;FA~
"Aj~C:RA.FjT L6:~
M[ODEL 690
MAINTENANCE MANUAL
ISSUED: 26 March 1976
REVISED: 18 May 2004
MODEL 690 MANUFACTURERS SERIAL NO.
REGISTRATION NO.
At the time of issue of this Maintenance Manual, the contents were, to the
best of Twin Commander Aircraft LLC’s knowledge, adequate to maintain
the aircraft in a continued airworthy condition.
Arlington Airport
19010 59"" Drive NE
Arlington, WA 98223 USA
Telephone (360) 435-9797
FAX (360) 435-1112
www. twine omman der. corn P/N M69000l-2
RECORD OF REVISIONS
MFG REV
NO DESCRIPTION ISSUEDATE ATPREVDATE INSERTEDBY
6 See List of Effective Pages 5/~ 8/04 6/17/04 ATPIMG

RECORD OF TEMPORARY REVISIONS
~p
TEMP ATP REV INSERT DATE REV REMOVE
REV NO DESCRIPTION ISSUE DATE DATE BY REMOVED INCOR BY
nterim
Sec II Fig 2-12 1/1111985 3/20/85 ATP/VMR
JSecVIPgG-2
ISec XIII Pg 161,176 4/7/86 6/25/86 ATP/EL
Sec XIII Pg 13-2, 13-3, 13-4,

4/7/86 6125/86 ATP/EL 6/1 7/04 6 ATP/MG
13-6
ISec II Fig 2-12 1/15/87 4/15/87 ATP/GC
ISec IV Fig 4-12A
ISecVIPgG-12
ISecVII Pg7-19
ISec IV Pg 4-24 7/20/89 8/22/90 ATP/J B

Maintenance Manual
Twin commander Model 890
List of Etlectrve Pages
Section Section
Subject Page Date Subject Page Date
Title 05/18/2004 1 1 2-16 11/23/1977

ERective Pages I 1 2-17 llRY(977
i 05/1812004 I 1 2-18 ilnY1977
2 05/18/2004 1 1 2-19 llRY1977
3 05/18/2004 1 1 2-20 09104/1984
a 05/16/2004 1 1 2-21 04X)111917
5 05/18/2004 1 1 2-22 llRY1977
6 05(1812004 1 1 2-23 08/1Y19BZ
2-24 07/1511981
Introduction C 11123/1977 1 2-25 ~9104/19&1
D 11/23/1977 2-26 09104/1984

2-27 07/15/1981
Contents i 03126/1976
Illustrations ii 03/26/1976 Section 3 31 11RYi977
iii 03/26/1976 Hydraulics 3-2 11123/1977
iv 08/15/1982 3-3 11RY1977

3-4 11123/1977
3-5 09~04/1984
3-6 09XW1984
Section 1 3´•7 ltRY1977

General 1-1 09/04/1984 M 11123/19:7
1-2 1112311977 1 39 11nY1977
1-3 11123/1977 3-10 11123/1977
1-4 11R3/1977 511 11123/1977
1-5 11/23/1977 512 11123/1977
1-6 11/23/1977 1 5´•13 11r23/1977
1-7 1112311977 1 3-14 11/23/1977
1-8 11/23/1977 3-15 llRY1977
3-16 liRY1977
Section 2 2-1 11/23/1977 3-17 11/23/1977
Servicing 2-2 11/23/1977 3´•18 111;13/1977
2-3 11123/1977 1 519 llRY1977
2-4 11/23/1977 3-20 llRY1977
2-5 11/23/1977 1 ~1123/1877
2-5 11/23/1977 322 1~R3/1977
2-6 11/23/1977 3-23 11/23/1977
2-7 1112311977 324 llRY1977
2-8 11/23/1977 3-25 iil23/l977
2-9 11/23/1977 326 11/23/1977
2-10 11/23/1977 3-27 11RY1977
2-11 11/23/1977 3-28 11/23/1977
2-12 11123/1977 329 11/23/1977
2-13 08/15/1982 3-30 11/23/1977
2-14 09/04/1984 1 3-31 llRY1977
2-14A 08/15/1982 3-32 11123/1977
2-148 08/15/1982 3-33 11/23/1977
2-14C 0811511982 3-34 llRY1977
2-14D 08/15/1982
2-15 11/23/1977
Insert Latest Revised Pages. Destroy Superseded Pages.

Revision 6 or deleted by curtent change.
The asterick indica~es pages revised, added Effective Pages-i
Maintenance Manual
List ct Eftectlve Pages
Section Section
Section 4 4-1 11/23/1977 4-53 11/23/1977
Powerplant 4-2 11/23/1977 4-54 11/23/1977
4-3 11/23/1977 4-55 11/23/1977
4-4 11/23/1977 4-56 09/04/1984
4-5 11/23/1977 4-57 09/04/1984
4-6 i 1/23/1977 4-58 09/04/1984
4-7 11/23/1977 4-59 09/04/1984
4-8 09/04/1984 4-60 09/04/1984
4-9 11/23/1977
4-10 11/23/1977
4-11 11/23/1977 Section 5 51 11/23/1977
4-12 11/23/1977 Fuel 52 11/23/1977
4-13 11/23/1977 5-3 11/23/1977
4-14 11/23/1977 54 11/23/1977
4-15 11/23/1977 55 11/23/1977
4-16 09/04/1984 5-6 i 1/23/1 977
4-17 11/23/1977 5-7 11/23/1977

4-18 11/23/1977 58 11/2341977
4-19 11/23/1977 5-9 07/22/1994
4-20 11/23/1977 5-10 07/22/1994
4-21 11/23/1977 5-10A 08/15/1982
4-22 11/23/1977 5-108 08/15/1982
4-23 11/23/1977 5-11 11123/1977
4-24 11123/1977 5-12 11/23/1977
4-25 11/23/1977 5-13 11123/1977
4-26 11/23/1977 5-14 11123/1977
4-27 11/23/1977 515 11/23/1977
4-28 11/23/1977 516 11123/1977
4-29 11/23/1977
4-30 11/23/1977
4-31 11/23/1977 Section 6 6-1 11/23/1977
4-32 11/23/1977 Landing 6-2 11/23/1977
4-33 11/23/1977 Gear 63 11/23/1977
434 11/23/1977 6-4 11/23/1977
4-35 08/15/1982 1 1 6-5 08/15/1982
4-36 08/15/1982 6-6 08/15/1982
4-36A 08/15/1982 66A 08/15/1982
4-368 08/15/1982 6-6B 08/15/1982
4-37 11/23/1977 6-7 08/15/1982
4-38 11/23/1977 6-8 11/23/1977
4-39 11/23/1977 6-9 11/23/1977
4-40 08/15/1982 6-10 11/23/1977
4-41 08/15/1982 6-11 11/23/1977
4-42 08/15/1982 6-12 11/23/1977
4-42A 08/15/1982 6-13 11/23/1977
4-428 08/15/1982 6-14 11/2311977
4-43 11/23/1977 6-15 11/23/1977
4-44 11/23/1977 6-16 11123/1977
4-45 11/23/1977 6-17 08/15/1982
4-46 11/23/1977 6-18 11123/1977
4-47 11/23/1977 1 6-19 11/23/1977
4-48 09/04/1984 6-20 11/23/1977

4-49 11/23/1977 1 6-21 11/23/1977
4-50 11/23/1977 6-22 11/23/1977
4-51 11/23/1977 6-23 11/23/1977

4-52 11/23/1977 6-24 11/23/1977

Revision 6 The asterick indicates pages revised, added
or deleted by current change. Effective Pages-a
Maintenance Manual
List or Etlective Pages
Section Section
Section 7 7-1 11/23/1977 99 W10111977
Flight 7-2 11/23/1977 9-10 ilRY1977

Controls 7-3 11/23/1977 1 9-11 08/15/1982
7-4 11/2311977 9-12 09/W/1984
7-5 11/23/1977 9-12A 04/04/1984

7-6 09/04/1984 912B 09AW1989
7-6A 08/15/1982 1 413 1!12Y1977
7-68 08/15/1982 1 9-14 1112Y1977
7-6C 08/15/1982 1 9-15 llRY:477
7-6D 08/15/1982 9-16 llRYf971
7-7 08115/1982 9-11 ltRy1977
7-8 11123/1977 418 llRY1917
7-9 11/23/1977 919 11RY1977
7-10 07/22/1994 1 420 11/23/1977
7-11 11/23/1977
7-12 11/23/1977
7-13 11/23/1977 1 Section 10 10-1 11R3/1977
7-14 08/15/1982 1 Electncal 10´•2 09IC4/l984
7-15 11/23/1977 10-3
7-16 11123/1977 10-4 ~di:484

7-17 08/15/1982 1 10-5 11RY:Es7i
7-18 11/23/1977 108 11/23/1977
7-19 11/23/1977 1 107 ~1RY1977
7-20 11123/1977 1 10-8 llRY1977
10-9 llRY1977
10-10 11RY1977
Section 8 8-1 11/23/1977 10-11 llRY1977
Instrumenb 8-2 11/23/1977 1 10-12 11/23/1977
8-3 11R3/1977 10-13 11/23/1977
8-4 11123/1977 10-14 llRY19i7
8-5 11/23/1977 10-15 11~23/1977
8-6 11/23/1977 1016
8-7 11/23/1977 10-17 11T23/1977
8-8 11123/1977 10-18 llRY1977
8-9 11/23/1977 1 1019 11RY1977
8-10 11/23/1977 10-20 11RY1377
8-11 11/23/1977 10-21 llRY1977
8-12 11/23/1977 10-22 llRY1977
8-13 11/23/1977 10-23 llRY1977
8-14 11/23/1977 1 10-24 llRY1977
8-15 11123/1977 10-25 1~12311977
816 11/23/1977 10-26 11RY1977
8-17 11/23/1977 10-27 11123/1977
8-18 11/23/1977 10-28 1112311977
10´•29 llRY1977
10-30 I1RY(Oii
Section 9 9-1 11/23/1977 10-31 1112Y1977
Cabin 9-2 11/23/1977 10-32 11/23/1977
Environmental 9-3 04/0111977 10-33 11/23/1977
9-4 04/0111 977 10-34 11T23/1977
9-5 11123/1977 10-35 11/23/1977
9-6 11/23/1977 10-36 11RY!9i7
9-7 11/23/1977 10-37 llRYt3i7
9-8 11/23/1977

Revision 6 The asterick indicates pages revised, addedor deleted by current change. Effective Pages3
Maintenance Manual
Twin Commander Model 890
List o~ Effective Pages
Section Section
10-38 11/23/1977 Section 13 13-1 05/18/2004
10-39 11/23/1977 Inspections 13-2 05/18/2004
10-40 11/23/1977 13-3 05/18/2004
10-41 11/23/1977 13-3(a) 05/18/2004
10-42 08/15/1982 13-4 05/1812004
10-42A 08/15/1 982 13-5 05/18/2004
10-428 08/15/1982 1 ~3-6 05(18/2004
10-43 08/15/1982 13-6(a) 05/18/2004
10-44 08/15/1982 1 13-6(b) 05/18/2004
10-45 08/15/1 982 13-6e 05/18/2004
10-46 11/23/1977 13-7 05/18/2004
10-47 11123/1977 13-8 0511812004
10-48 11/23/1977 13-9 05/18/2004
10-49 11/23/1977 13-10 05/18/2004
10-50 11/23/1977 1311 05/18/2004
10-51 11/23/1977 13-12 05/1 8/2004
10-52 11/23/1977 13-13 05/18/2004
10-53 11/23/1977 13-14 05/18/2004
10-54 11/23/1977 13-15 05/18/2004
10-55 11/23/1977 13-16 05/18/2004
10-56 11123/1977 13-17 05/18/2004
10-57 11/23/1977 13-18 05/18/2004
10-58 11/23/1977 13-19 05/18/2004
10-59 11/23/1977 13-20 05/18/2004
10-60 11/23/1977 13-21 09/04/1984
10-61 11/23/1977 13-22 09/04/1984
10-62 11/23/1977 13-23 09/04/1984
13-24 09(0411984
13-25 09/04/1984
Section 11 11-1 11/23/1977 13-26 09/04/1984
11-2 11/23/1977 1327 09/04/1984

Optional
11-3 11/23/1977 13-28 09/04/1984
Equipment
11-4 11/23/1977 13-29 09/04/1984
11-5 11/23/1977 13-30 09/04/1984
ii-6 11123/1977 13-31 09/04/1984
11-7 11/23/1977 13-32 09/04/1984
11-8 11/23/1977 13-33 09/04/1984
11-9 1112311977 13-34 09/04/1 984
11-10 11/23/1977 13-35 09/04/1984
11-11 11/23/1977 13-36 09/04/1984
11-12 11/23/1977 13-37 09/04/1984
13-38 09/04/1984
13-39 09/04/1984
Section 12 12-1 09/04/1 984 1 13-40 09/04/1984
Reserved 12-2 09/04/1 984 13-41 09/04/1984
13-42 09/04/1984
13-43 09/04/1984
13-44 09/04/1984
13-45 09/04/1984
13-46 09/04/1884
13-47 09/04/1984
13-48 09/04/1984
13-49 09/04/1984
13-50 09/04/1984

Revision 6 The asterick indicates pages revised, addedor deleted by current change.
Effective Pagat-4
Maintenance Manual
List of Effective Pages
Section Section
Date Subject Page Dare

Subject
13-51 09/04/1984 13-101 09~411984
13-52 09/04/1984 13102 09/04/1984
13-53 09/04/1984 13´•103 09/04/19&1
13-54 09/04/1984 13-104 09/0411~84
13-55 09/0411984 13-105 09104/1984
13-56 09/04/1984 13~106 09/04/1984
13-57 09/04/1984 15107 09XW1984
13-58 09/04/1984 15108 09nW:984
13-59 09/04/1984 t3´•109
13-60 09/04/1984 13-110
13-61 09/04/1984 13-111 091~4/1984
13-62 09/04/1984 13112 09104/1984
13-63 09/04/1984 13-113 09AW1984
1364 09/04/1984 11114 09/04119&1
13-65 09/04/1984 13-115 09~04/1984
13-66 0910411984 13116 04104/1984
13-67 09/04/1984 15117 09XW1984
1168 09/04/1984 13-118
13-69 09/04/1984 15119
13-70 09/04/1984 13-120
09/04/1984 15121 09~04/19&1

13-71
09/04/1984 13-122 09~04/1984
13-72
13-73 09/04/1984 13-123 09104/1984
09/04/1984 13-124 CEV04/1~B4

13-74
09/04/1984 13-125 09X)4/!984
13-75
09/04/1984 13126 09104/1984
13-76
09/04/1984 13-127 09104/1984
13-77
09/04/1984 13128 0910411984
13-78
09/04/1984 13-129 09104/1984

13=19
09/04/1984 151X) 09/04/19&1
13-80
13-81 09/04/1984 13-131 09104/1984
09/04/1984 13132 09104/1484

13-82
09/04/1984 13-133 09A)4/1484
13-83
09/04/1984 13-134 09XW1984
13-84
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09/04/1984 13-136 09104/1984
1386
09/04/1984 15137 09/04/1984
13-87
09/04/1984 13138 09/04/1984
13-88
09/04/1984 15139 09/0411984
13-89
09/04/1984 15140 09104/1~84
13-90
09/04/1984 15141 09/04/1984
13-91
09/04/1984 13-142 09/04/1984
13-92
09/04/1984 13-143 09/04/19&1
13-93
09/04/1984 13144 09/04/1984
13-94
09/04/1984 13-145 ~04/1984
1385
13-96 09/04/1984 13-146
09M)4/1984 13-147 09X)4/l984

13-97
09/04/1984 13-148 09/04/1~84
13-98
09/04/1984 13-149 C9/04/1W4
13-99
09/04/1984 13-150
13-100

Revision 6 revised, added or deleted by current change.
The asterick indicates pages
Effective Pages-5
Maintenance Manual
Twin Commander Modal 890
List ot Etlective Pages
Section
Section
subject Page Date subject Page Date
13-151 09/04/1984
15152 09/04/1884
13-153 09/04/1984
13-154 09/04/1984
13-155 09/04/1984
13-156 09/04/1984
13-157 09/04/1984
13-158 09/04/1984
13-159 09/04/1984
13-160 09/04/1984
13-161 09/04/1984
13-162 09/0411984
13-163 09/04/1984
13-164 09/04/1984
13-165 09/04/1984
13-166 09/04/1984
13-167 09/04/1984
13-168 09/04/1984
13-169 09/04/1984
13-170 09/04/1984
13-171 09/04/1984
13-172 09/04/1984
13-173 09/04/1984
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13-175 09/04/1984
13-176 09/04/1984
13-177 09/04/1984
13-178 09/04/1984
13-179 09/04/1984
13-180 09/04/1984
13-181 09/04/1984
13-182 09/04!1984
Change i---Aprll 1, 1977

Change 2----Novamber 23, 1977
Change $--August 15, 1982
Change 4----September 4,1984
Change 5--July 22, 1994
Revision 8--May 18, 2004

Revision 6 The astericle indicates pages revised, added
or deleted by current change. ERective Pages-B
690
MAINTENANCE MANUAL Table of Contents
TABLE OF CONTENTS
SECTION PAGE
GENERAL INFORMATION 1-1
II SERVICING 2-1
III HYDRAULICS 3-1
IV POWER PLANT. 4-1
V FUEL SYSTEM 5-1
VI LANDING GEAR, WHEELS AND BRAC(ES 6-1
VII FLIGHT CONTROLS 7-1
VIII INSTRUMENTS 8-1
iX ENVIRONMENTAL 9-1
X ELECTRICAL SYSTEM 10-1
XI OPTIONAL EQU\PMENT 11-1
XII RESERVED 12-1
XIII INSPECTIONS 13-1
Change 1
690
Tnble of Contents MAINTENANCE MANUAL
List of Illustrations
LIST OF ILLUSTRATIONS
Figure Title Page
r- 1 Station Diagram 1- 3
1- 2 GeneralDimensions 1- 4
2- f Minimum Turning Distances 2- 2

2- 2 Tow Bar Applications 2- 3
2- 3 h~Iooring 2- 4
2- 4 Internal Control Lock.............~ 2- 5
2- 5 External ControlLock 2- 6
2- 6 Jacking 2- 7
2- 7 Servicing Chart 2- 8
2- 8 Strut Extension Chart 2- 9
2- 9 Battery 2-10
2-10 HydraulicReservoir 2-12
f~2-10A Main Cabin Door Bayonet Rigging 2-14A

2-11 Inspection Plates and Access Covers. 2-15
2-12 Lubrication Chart 2-21
2-13 Torque Values 2-26
3- 1 Hydraulic System Equipment Locator 3- 2

3- 2 Hydraulic System Schematic 3- 3
3- 3´• Hydraulic Reservoir 3- 8
3- 4 Engine-Driven Hydraulic Pump 3- 9
3- 5 Accumulator Regulator 3-11
3- 6 Hydraulic Pressure Gage 3-12
3- 7 Landing Gear-Wing Flap Control
Valve Schematic 3-13
3- 8 Landing Gear-Wing Flap Control
Valve........................... 3-15
3- 9 Travel Limits-Landing Gear-Wing
Flap Control Arms............... 3-17
3-10 Landing Gear and Wing Flap Control
Valve Rigging Adjustments........ 3-18
3-11 Main Landing Gear Actuating
Cylinders 3-19
3-12 Emergency Air Pressure Cage....... 3-20
3-13 Main Landing Gear Uplock Cylilltlfr 3-21
3-14 Nose Landing Gear Actuating
Cylinders 3-22
3-15 Wing Flap Actuating Cylinder 3-23
3-16 Parking Brake Valve 3-21
3-17 Power Brake Valve 3-25
3-18 Nose Wheel Steering Bypass Valvr 3-26
3-19 Nose Wheel Steering Cylinder 3-27
3-20 Main Landing Gear Vn~ecl Well
Door Control Valve 3-28
3-21 Main Landing Gear ilcel Well
Door Priority Valve 3-28
3-22 Main Landing Gear Door Acluatin(:
Cylinder 3-29
3-23 Parts 3-30
3-21 Eiydraulic System Troublc-Shoolinr:
Chart 3-32
4- 1 Engine Nacclle and Cowlin~ 4- 2

4- 2 Power plant hlnjor Con~l,oncnts nntl
Accessories ´•1- 5
Ol,ct~linn
System ........._
´•1- 6
4- 1 En~ine Control ~undrnnt 8
1\/
i 690
MAINTENANCE MANUAI
LIST OF ILLUSTRATIONS
Figure Title Page
4- 9
4- 5 Engine Oil System Schematic
4- 6 Fuel and Oil Filter Installation 4-10
4- 7 Compensating ITT System 4-12
4- 8 ITT Chart 4-13
4- 9 Torque Sensing System 4-15
4-10 Battery Start Sequence 4-18

4-11 Engine Lilting Tool 4-22
4-12 Engine Mainten3nce Dolly 4-23
4-13 HC-83TN-FL/LTI 028211+4 Propellei´•. 4-25
4-14 Propeller-Synchronizer Tester
Schematic 4-26
4-15 Propcller-Synchronization System
Trouble-Shooting Chart 4-28
4-16 Trouble Shooting Propeller 4-29
4-17 Torque Values 4-30
4-18 Propeller Governor and Torque Oil
System 4-32
4-19. Fuel Control Adjustments 4-37
4-20 Engine Control Linkage 4-39
4-21 ~elShutoffValve Rigging 4-40
4-22 Engine Ground Check-Out 4-41
4-23 Engine Run Data Chart 4-43
4-24 Start Time Acceleration.....´•. 4-44
4-25 Flight Idle Fuel Flow 4-46
4-26 Condition Lever Rigging 4-49
4-27 Ground Run Matdmum Power Check 4-51
4-28 Power Lever Rigging 4-55
4-29 ControlCable Handling 4-58
4-30 Control Cable Install3Lion...´•´•´•´• 4-59
5- 1 FuelSystemSchematic 5- 3
5- 2 Fuel Sump and Transmitter
Installation 5- ´•1
5- 3 Fuel Shutofl Valve 5- 5
5- 4 Fuel Enclosure Assembly FuclSump 5- 6
5- 5 Fuel Filter. 5- 7
5- 6 Heated FuelVcnt 5- 8
5- 7 Fuel Cell Lacinfi Pattern............ 5-10
5- 8 R~elQuantity Transmitter 5-12
5- 9 Fuel Quantity C~libration Box 5-13
5-10 Indicator Error Envelope 5-11
5-11 Fuel Flow Systcni Dlock Diagrani 5-15
5-12 Approved Fuels and Oils 5-15
6- 1 hlnin Landing Ccar installation 6- ´•1

6- 2 hlnin Lnntling Gear Strut ~ssrill,lv 6- 6
6- 3 Landing Ccai Door Assenlblr 6- 8
6- 4 hlnin Lnnding Gear Ul,luck Xlccll,u~l:;ln G-
6--5 Nose Ccar 6-10
6--6 Nose Lanttin~ GC’ar Strut 6-13
6- 7 Nose L~ndinS Gear Doors G-1J
6- 8 h´•13tI\Crhcell 6-10
6- 9 nltnsuring nl~kr Lillill~ \Vrnr G-IU
6-10 6-19
6-11 Power nrnkr Vnlvr D-20
5-12 Nose Lvliccl G-21
i-13 Paris Tl,lrlnnccs Xl~in G-~:I
3
690
List of illustrations
tisr OF ILLISTRATIONS (CONTD)
Figure Title P~ye
6-14 Parts Tolerances Nose Landin~Gcar 6-23
7- 1 Control Surface Balancing 7- 3

7- 2 ControlColumn 7- 5
7- 3 Afleron ControlSystem 7- 6
7- 4 Aileron Trim Tab Control System 7- 8
7- 5 Rudder ControlSystem 7- 9
7- 6 Rudder Trim Tab ControlSystem 7-10
7- 7 Elevator ControlSystem 7-12
7- 8 Elevator Trim Tab Control System 7-13
7- 9 Measuring Points Control Surface
Travel 7-15
7-10 FIapControlSystem 7-16
?-11 Rod End Adjustment 7-11
7-12 Cable Tensions Temperature
ConversionChart 7-18
8-1 Equipment Instruments 8- 2

8- 2 Vacuum SystemSchematic 8- 4
8- 3 Instrument Panel 8- 6
8- 4 Instrument Markings 8- 8
8- 5 Trouble Shooting Vacuum System..... 8-14
8- 6 Trouble Shooting Instruments 8-15
9- 1 Air Conditioning and Pressurization

C 9- 2 Air
Equipment
andDistribution
Supply
9- 2
9- 5
9- 3 Environmental Systems Control r~cnel. 9- 7
9- 4 Cabin Pressure ControlSchematic 9- 8
9- 5 Cabin-to-Aircraft Altitude Graph 9- 9
9- 6 Outflow Valve 9-10
Ch~nb´•e 3
L’I
690
List of lllustratiolls
C‘
L,~T OF ILLISTRATIONS (CONTD)
FibYre Title Page
Override Condition 9’13

9- 7
9- 8 Automatic Cooling Condition 9-14
9- 9 Ram Air Condition 9-15
9-10 OxygenSystem 9-17
9-13 Oxygen Regulator Assembly 9-18
9-12 Oxy~enOutlet 9-18
10- 1 Battery and Bus System 10- 2

10- 2 Electrical Power Distribution....... 10- 3
10- 3 Battery Temperature Indicator 10- S
fO- 4 trolt;ye Regulator Trouble Shooting 10- 7
10- 5 Annunciator Panel 10- 8
10- 6 Overhead Switch Panel 10- 9
10- Pilots Service Panels 10-10
10- 8 Circuit Breaker Panel r0-rl
10- 9 Instrument Panel 10-12
10-10 Trim Tab Position Transmitter 10-13
10-11 Aileron Trim Tab Position Potenti-
ometer 10-14
10-12 Electrical Equipment Locator ~0-11
10-13 Connector and T-Strip Locator 10-20
10-14 Electrical Symbols 10-21
10-15 thru
10-37 See Wiring Diagrams Index 10-24
11- 1 Wing and EmpeNlage Deicer System

Schematic 11- 2
11- 2 Deicer Boot Test Procedures Ir- 7
Brush Guide and Spring Removal..... 11- 8
11- 4 Electric Windshield Wiper 11- 9
11- 5 Windshield Alcohol Anti-ice System.. 11-10
VI\
690
MAINTENANCE MANUAL Introduction
INTRODUCT1ON
This Maintenance Manual has been prepared by the All recommended changes will be reviewed by Cus-
Engineering Department Gulf stream Commander Div- tomer Service Department, Engineering Department
Bision, Gulf stream Aerospace Corporation. It contains etc., before a decision is made to incorporate or re-
information on all aircraft systems and operating pro- ject the suggested change. Additional Publication
cedures required for safe and effective maintenance. Change Request forms (C1432) will be furnished upon
It shall not be used as a substitute for sound judgement, request. Send requests to Culfstream Aerospace I
Corporation, Technical Publications Department,
Oklahoma City, Oklahoma 73123. 1
APPLICABLE PUBLICATIONS CHANGES AND REVISIONS
1. Pilots Operating Handbook or Flight Manual There two types of and

are changes one type of reri-
2. Pilots Checklist. sion used to this manual current.
keep The material
3. Illustrated Parts Catalog. in these
compiled changes and revisions will consist
4. Service Releases. of information necessary to maintain the present
equipment or new equipment added to the airplane.
It is imperative that this material be inserted in the
manual at the time it is received.
HOW TO GET COPIES

INTERIM CHANGE
AUTOMATIC DISTRIBUTION An interim change will be distributed anytime it is
C_ To receive future
or
changes and revisions to this manual
to any other publication automatically, an aircraft
necessary to forward immectiate information to the
holders of maintenance manuals. The interim change
will consist of colored pages which are inserted in
unit must be established on the automatic distribution the appropriate section of the manual until formal
list maintained by the Technical Publications Depart- white change pages are issued. This interim change
ment. All owners of new and used aircraft can be will include deletions and/or additions of material
established on the automatic distribution List or change pertinent to specific paragraphs or illustrations of
erdsting publications requirements of an aircraft unit the manual.
by submitting a properly executed Technical Manual
Owner Address Change Card Form (AC 1661) found
in the Maintenance Manuals leaving the factory. FORMAL CHANGE
Other publications may be purchased by referring to
Technical Manual Price List (Form 1658) and by A formal change will be distributed
periodically, to
completing Technical Services Publication Order holders of maintenance manuals, and will, in most
Form (C 1903). instances, supersede previous interiln changes.
These changes will be page replacements and shall
be inserted in the manual in accordance with the in-
ADDITIONAL COPIES structions given below:
Additional copies of this manual and related changes i. Replace the obsolete pages in the manual with
may be procured by submitting a Technical Services formal change pages of Ule sanle page number.
Publication Order Form (C 1903) found in all man- 2. Insert pages, with page numbers follo~-ed by
uals delivered from the factory. a letter, in direct sequence with the same
common numbered P~Rr, i´•e., 5-1. 5-1;\,

5-2, 5-2A, 5-2B, and 5-3.
REQUESTING MANUALS CORRECTIONS/

CHANGES REVISIONS
The revision is distributed when over sixty percent

Recommended changes or corrections to this manual of the manual has been changed due to major changes
may be submitted by anyone using the manual. Change/ to equipment and/or accumulated formal changes
C correction recommendations shall be submitted onthe
Publications Change Request Form (C 1432) foundin
require a revision to the manual. A revision ~ill
replace every edsting page in the manual and should
all manuals delivered from the factory. be inserted in the manual as follows:
Change 4 i
690
introduction MAINTENANCE MANUAL
i. Remove and dispose of all pages in the manual

CAUTION
except the tab dividers and insert the new
pages in each section.
An operating procedure, practice, or

condition, etc., which may result in
IDENTIFICATION OF CHANGED MATERIAL damage to equipment, if not carefully
observed or followed.
Changed text will be identified by a black vertical NOTE

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

The concept of word usage and intended meaning
which has been used in preparing this manual is as
The following definitions apply ’WARNINGS",

to follows:
’CAUTIONS", and "NOTES" found throughout the
manual. "Shall" has been used only when application of a pro-
cedure is mandatory.
"jhould" has been used only when application of a
WARIIWC
procedure is recommended.
"May" and "need not" have been used only when appli-
An operating procedure, practice, or cation of a procedure is
optional.
condition, etc., which may result in
injury or death, if not carefully observed
’Will" has been used only to indicate futurity, never
to indicate any degree of requirement for application C
or followed. of a procedure.
ii Chanjie 3
SECTION
GENERAL
INFORM AT ION
690
MAINTENANCE MANUAL
Inforrn~tion
SECTION
GENERAL INFORMATION
TABLE OF CONTENTS
Page Pa~r
GENERAL DESCRIPTION I- 1 Win:: 1-
PRINCIPAL DIMENSIONS 1- 1 Empennage i- i
General 1- 1 AIRCRAFT SYSTE~IS 1-
Wing 1- 2 Flight Controls 1-
Horizontal Stabilizer 1- 2 Landing Gear and Brakes i- 5
VerticalStabilizer 1- 2 Hydraulic System 1- 5
Fuselage 1- 2 Environmental System 1- 6
Areas 1- 2 Power Plant 1- 6

1- -3 Fuel Systeni i- 6
StationDiagram
AIRCRAFT STRUCTURES 1- 2 Instruments 1- 6
Fuselage 1- 2 ElectricalSystem 1-
GENERAL DESCRIPTION lated and upholstered for noise abatement. warmth.
and appearance. Optional equipment installations ari
available to equip the aircraft for all-weather opp-
This high wing, twin-engine, pressurized aircraft, is ration. This equipment may be installed at the facrorl;
designed primarily for executive transportation. or the aircraft may be modified locally by the instai-
IPower is supplied by two AiResearch TPE- 331 turbo- lation of custom kits.
prop engines, equipped with Hartzell three-blade,
constant-speed, full-feathering propeller s. The The cabin, which will seat up to seven passengers.
engine and propeller combination provides optimum may be furnished with several different seating ar-
aircraft performance for all flight conditions up to an rangements and a variety of accompanying ii~rurej.
altitude of 25, 000 feet. Structural integrity, flight A large self-sealing door, located on the left side of
safety, and minimum maintenance requirements are the fuselage, provides access to the cabin area. Ar.
assured by the all-metal construction and design of entrance step, which automatically e~ends and rE-
major airframe components. Wing and empennage tracts when the cabin door is opened or closed. ni-
deicer boots may be furnished as optional equipment. fords easy entrance into the cabin. A separate ba~-
The wing design and its placement in relation to the
gage compartment, located to the rear of the aft cablr.
fuselage, provides the high lift capability and aircraft pressurized bulkhead, is accessible through a door
controllability that is needed to give optimum single- on the left side of the fuselage.
engine performance; plus, the capability for short-
field operations. A standard usable fuel capacity of
384 gallons is provided for longer range flights and
less fueling stops. The retractable tricycle landing PRINCIPAL DIMENSIONS
gear is operated hydraulically and is provided with an
independent pneumatic gear extension system. Pas-
senger and crew comfort are assured by the environ- GENERAL
mentalsystem, which automatically maintains selected
cabin temperature and pressure altitude for all flight Win:: Span 558. 64 inches (´•16’-6. 6;"
conditions. An oxygen system, with outlets at each OverallLength .........Slj. 72 inches i´•12’-11.;2’’´•
crew position, is provided as standard equipment. Height to Top of Vert.Stab, 179. 3 S inches (1´•1’- 11. 3j’´•!
The cabin area and baggage compartment are insu- Propeller Gnd Clearance ..14.24 inches (1’ 3. 24"j
Change 4 1-:
690
Section I MAINTENANCE MANUAL
General Information
Main Gear Tread 185. 00 inches (15’-5. 00") Len6~h 58. 00 in.
Main Gear to Nose Gear 92. 50 inches (7’-8. 50") Volume ´•13 cu.ft.
Empty Weight (w/Std.Equip-Estimated). 5750 Ibs.

Gross Weight 10, 250 Ibs´•
Ranlp Weight 10, 300 Ibs´• AREAS
Wing 266.00 sq.ft.

WING Aileron (10. 26 so. it. each) 20. 52 sq.[t.
Flaps (10. 40 sq. ft. each) 20. 80 sq.lt.
Type High-Wing-Full Cantilever Horizontal Stabilizer (incl. elev) 58. 37 sq.ft.
Airfoil Section (Chordwise) NACA 23012 Elevators (incl. tabs) 20. 54 sq.ft.
Root Chord 103. 79 in. Vertical Stabilizer (incl. rudder) 44. 27 sq.ft.
Tip Chord 33. 00 in. Rudder(incl,tabs) 17.12 sq.ft.
Mean Aerodynamic Chord 74. 50 in.
Angle of Incidence, Tip 10
Dihedral (at LE) ,,...,..,..4" STATION DIAGRAM I
Sweep Angle, 25~0 Chord -30 32’
Aspect Ratio ...,,...,,.8, 27 The station diagram shown in Figure 1-1 provides a
C. G. Limit, Gross Wt. FWD .,....,,,,.20. 920/0 MAC convenient method for identifying and locating refer-
C.G. Limit,Gross Wt.AFT ...........30. 35~0 MAC ence points on major components of the aircraft.
Flap TravelDown 400 "2" References to fuselage and wing station numbers and
Z lines are used as a means of pin-pointing the loca-
tion of structural and system component installations.
HORIZONTAL STABILIZER A three-view of the aircraft and its general dimen-
sions is shown in Figure 1-2.
Span 237, 30 inches (19’-9. 30")

Airfoil Section
(Normal to 504b Chord Line) ..,NACA 0010 Modified
Root Chord 57. 75 in. AIRCRAFT STRU CTURES
Tip Chord 12, 01 in.
Mean Aerodynamic Chord 39, 88 in.
Angle of Incidence 00 45’ FUSELAGE
Dihedral (at L. E. 100
Aspect Ratio 6, 908 The assembled fuselage consists of three main sec-
Taper Ratio 4, 808 tions. The nose section, which is unpressurizedl

Elevator Travel UP 300 +1, -00 houses the nose landing gear, avionics components,
DOWN .,,,.,,..,....100 +2, -00 and the power brake valves. The nose cone houses
Trim Tab Travel UP 60 30’ +10 radar gear and provides additional streamlining.
DOWN 2600’ i10 Nose landing gear doors, which open and close as the
gear is extended or retracted, form an aerodynam-
ically smooth nose section during flight. The nose
VERTICAL STABILIZER section is joined to the center fuselage section at
fuselage station 5. 50, which is also the location of the
Height (above top of fuselage) 105, 45 inches (8’-9. 45") forward pressure bulkhead. The center fuselage,
Airfoil Section (Normal to 500/0 Chord which contains the main cabin area and baggage com-
Line Angular Settingto Fuselage C/L).,. NACA 0009 partment, extends from the forward pressure bulk-
Root Chord 00 head to fuselage station 254. 00 where it is joined to
Mean Aerodynamic Chord..........~ 61. 30 in. the aft fuselage section. A pressure bulkhead located
Rudder Travel L R 200+20 -00 at fuselage station 178. 00 separates the main cabir.
Trim Tab Travel L R 260 +20~ -00 and baggage comparlment. The baggage compartment
extends from the aft pressure bulkhead to fuselage
station 239. 00, Major components of the environ-
FUSELAGE mental system are installed in the center fuselage
area, aft of the baggage compartment. Picture
Door Level Above Ground 18. 50 in. windows are installed on each side of the fuselage for
Cabin Door Height 47. 00 in. passenger viewing. The pilots area is equipped \iith
Width 26. 55 in. a wide-vision windshield; eyebrow windows and side
Cabin Interior Height 53. 70 in. windows to assure maldmum pilot visibility during
Width 48. 25 in, flight. Single of dual, electrically operated windshield
Tht´•
Length 168. 30 in. wipers may be provided as optional equipment.
Volume (inclcockpit) 224 cu.ft. center fuselage section is designed to assure a wide-
Baggage Door Height 31. 25 in. strength safety margin for all flight conditions and to
Width 19. 75 in. provide attaching structures for the outer wing panels
Baggage Compartment Interior and aft fuselage section. Sturdy, removable, aluln-
Height 36. 00 in. inum flooring supported by Longitudinal beams and
Width 46. 00 in. bulkheads e~ctends from the forward pressure bulkhead
1-2 Change 2
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3 1 I I 1 17. 25
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u 1 53. 20
61.40
69. 60
77. 80
86.00
90. 00
97.50
106. 50
116. 00
120. 48
LEET HORIZONTAL STABILIZER
TI
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w lu
690
General Information
c-~----19’ -9. 30"
2_
_r
1
46’ -6. 64"
1\
1’ -2. 24
15’ -5. 00’

14’ 11. 35"
-~2-s;
t
5’ -7. 00"
O
If C;
42’ -11. 72"
Figure 1-2. General Dimensions

1-4
690
MAINTENANCE MANUAL Section I
General Information
through the baggage compartment. The center wing and rudder pedals to operate the primary flight con-
structure is permanently attached to the fuselage so trolsurfaces. Movable rudder and elevator trim tabs
that a part of the wing torque is absorhed by the fuse- are operated by rotating the tab controlwheels, lo-
lage structure. The aft fuselage is permanently se- cated in the overhead trimtab panels. An electrically
cured to the center fuselage section and provides actuated aileron trim tab installed in the left aileron is
structural attachment points for the empennage flight controlled by a switch in the overhead trim tab control
surfaces and controls. panel. A trim position indicator installed above the
switch monitors the tab position. The various trim
tabs are used to compensate for different flight atti-
WING tudes of the aircraft. The wing flaps are operated
hydraulically and controlled by a lever on the right
is installed side of the
engine controlquadrant in the lower instru-
The wing as a single unit and secured to
center me"t panel. A control lock, which nlaS. be installed
the upper fuselage section by load-bearing
between the rudder pedals and controlcolunln, secures
bulkheads, which permanently attached to the for-
are
all flight controls in the neutral position when the air-
ward and aft wing spars. Truss forgings, permanently
craft is parked.
secured to the wing, provide the attachment and pivot
points for the main landing gear trunnions. The two
nacelle assemblies, which enclose the engines, var-
ious aircraft systems accessories, and the landing LANDING GEAR AND BRAKES
gear mechanisms, may be removed from the wing
when major repairs are required. Two steel webs, The retractable tricycle landing gear is operated hv-
cap, and mounts, attached to the forward wing spar draulically; however, a pneumatic system is provided
provide the principal means for supporting the engine for emergency e~ctension of the Inain landing gear in
installation on the wing. Twenty-one fuel cells are the event of hydraulic system failure. The nose land-
installed in the wing area; six cells are located outing gear is held in the up position by hydraulic pres-
board on each engine nacelle, and four are installed sure and will free-fall to the down and locked position
between the engine nacelle and fuselage. One fuel if the hydraulic system fails. Mechanical upIocks
cell is installed in the center wing section and another hold the main landing gear in the retracted position.
cell is located directly below it in the upper fuselage During the retraction cycle the main landing gear strut
ar ea. Hydraulically operated wing flaps are installed interbody is rotated 90 degrees to permit the landing
on the lower aft side of each wing panel. Inboard flap wheels to retract into a well in the aft part of the pn-
sections extend inboard from theengine nacelles to gine nacelle. Mechanically actuated nacelle duurs
wing station 39.00, and outboard flaps extend outboard enclose the main strut body. The wheel wells are
from the outboard side of each engine nacelle to the enclosed by hydraulically operated doors which open
ailerons. Extension and retraction of the wing flaps and close during the landing gear retraction or es-
is synchronized by a cable and sheave arrangement, tension sequence. The main landing gear wheels are
Metalailerons, which extend from the wing flaps to equipped with hydraulically-actuated dise brakes,
the wing tip, are hinged to the wing trailing edge. which are individually actuated by power brake valves
Retractable landing lights are located in the left and when pressure is applied at the rudder-brake pedals.
right lower wing surface outboard of the engine na- The auxiliary hydraulic system will provide hydraulic
celles. pressure for operation of the wing flaps and brakes
in the event of utility hydraulic system failure. Park-
ing brakes, which will operate from auxiliary or
EMPENNAGE utility system hydraulic pressure, are engaged by
applying toe pressure on the rudder-brake pedals and
The empennage assembly, which is permanently at- engaging the parking brake control knob on the left
tached to the aft fuselage section, consists of the ver-
side of the controlpedestal. The steerable nose wheel
tical and horizontal stabilizers. The metal rudder is hydraulically operated and controlled by depressing
and elevators attached to the empennage at sealed
are the rudder-brake pedals. Initial depression of the
bearing hinge points and controlled by cables attached pedal starts the nose wheel turning toward the desired
to the control surface torque tubes. Both the rudder direction, while further pedal pressure results in a
and elevators are equipped with controllable trim tabs. combination of nose steering and main wheel braking
I Fillets, fairings, anda fiberglas tail cone complete to turn the aircraft. A bypass valve in the nose steer-
the empennage assembly. ing system prevents the nose wheel from being turned
when it is in the retracted position.
AIRCRAFT SYSTEMS HYDRAULIC SYSTEM
The landing gear, wheel brakes, wing flaps, and nose

FLIGHT CONTROLS wheel steering systems are operated by the aircraft
hydraulic system. An au~liary system is provided
The aircraft is equipped with dual flight controls, and to operate the wing flaps and wheel brakes in the event
uses the conventional controlcolumn, control wheel, both engine-driven pumps should become inoperative
1-5
Change 2
690
General Information
or hydraulic system fluid supply is depleted.

the main
quickly removed for maintenance, inspection, and
The auxiliary hydraulic system receives fluid pressure repair. An eductor type exhaust system utilizes the
from an automatically energized, electric motor- velocity of the exhaust gases to induce an increased
driven pump which obtains hydraulic fluid from a flow of cooling air through the oil-to-air cooler.
reserve supply of fluid trapped in the main hydraulic Each engine drives a Hartzell three-blade, constant
reservoir. An accumulator is incorporated in the speed, full-feathering, variable pitch propeller.
hydraulic system to maintain a constant, regulated Electrically operated propeller deice boots are avail-
hydraulic system pressure. A relief valve, located able for installation as optionalequipment. All engine
in the bottom of the hydraulic fluid reservoir, protects ;ccessories are attached to mounting pads on the aft
the system from over-pressure that could be caused face of the reduction gear case. The starter-genera-
by thermal expansion of the fluid or pressure regulator tor, tachometer generator, external oilcooler, oil
failure. thermal by-pass valve, oil temperature bulb, N. T. S.
switch (negative torque sensor), beta pressure switch,
unfeathering pump and hydraulic pump are the only
ENVIRONMENTAL SYSTEM engine accessories not furnished with the basic engine
as supplied by AiResearch. All components of the
The environmental system provides cabin air condi- engine oil system are integral parts of the engine ex-
tioning, ventilation, and pressurization. The air cept the oil thermal by-pass valve and the oil-to-air
conditioning system, which automatically controls oilcooler. With the exception of the starter-regulator
cabin temperature, may be operated by a separate and ITT wiring, the engine electrical system is con-
system or be integrated with the automatically regu- nected to the airframe system through a single elec-
lated pressurization system. The air conditioning trical connector located on the firewall. Thermal
system will provide ground cooling or heating as soon switches and necessary electrical wiring provide a
as the engines are started. Cabin pressurization, fire detection system for each engine.
which is available immediately after takeoff, can be
maintained at a maximum pressure differential of
4. 2 psi. This pressure differential makes it possible FUEL SYSTEM
to fly the aircraft at an altitude of 20, 000 feet while
maintaining a comfortable cabin altitude of 8000 feet. The fuel system, which is
comprised of 22 fuel cells,
A secondary outflow valve is installed in the pres- has´• a useable fuel
capacity of 384 gallons, with a total
surization system to prevent excessive pressurization capacity of 389 gallons. All fuel cells are intercon-
in the event of a malfunction in the primary control nected and function as a single tank unit. Fuel is
system. Major componentsof the environmentalsys- supplied to each engine by separate electrically-
tems are; the primary compressor consisting of two operated fuel boost pumps, located in the lower center
primary jet pumps and one auxiliary jet pump, cool- fuselage fuelcell. Fuel shutoff valves, located in the
ing turbine, heat exchanger unit, and cooling air fuselage fuel cell sump, are individually actuated by
blower. The primary compressor which is driven by the engine control switches. In addition to the air-
engine bleed air, compresses inlet ambient air and frame supplied fuel shutoff valve, each engine is
routes it through the coolingturbine and heat exchang- equipped with a fuelshutoff valve that is automatically
ers into ducts leading into the aircraft cabin. Process- opened during the engine starting sequence and closes
ing of the hot compressed air through the cooling tur- at engine shutdown. This valve is closed manually
bine and heat exchangers is controlled bytemperature when the condition lever is placed in EMERGENCY
sensing air flow valves, which are controlled by the FEATHER position. The fuel system is equipped
setting of the cabin temperature selector. The tem- with a fuel screen, located on top of the center fuse-
perature sensing air flow valves route the compressor lage fuel cell sump, and a fuel filter contained in the
air through the heat exchangers and cooling turbine fuel system of each engine. In addition to the air-
where it is cooled, mixed with hot air or passes di- frame supplied electric fuel boost pump, a dual pres-
rectly into the cabin to maintain the desired cabin sure fuel pump is attached to each fuel control unit.
temperature. Temperature conditioned air is used to
pressurize the cabin. The air conditioning system is
entirely mechanical and does not require the use of INSTRUMENTS
refrigerants. The amount of air dumped overboard
by the airflow control valve determines the cabin All instruments except the magnetic compass are lo-
pressure differential. cated in the shockmounted instrument panels. Instru-
ments are visible to both pilot and copilot and are
provided with illumination from an edge lighted panel
POWER PLANT as well as indirect overhead lighting. All power plant

instrumentation is grouped in the center instrument
Two AiResearch Model 331 Turboprop engines are in- panel. Flight instruments are located in the instru-
stalled on the aircraft. Vibration
isolators, which ment panels directly in front of the pilot and copilot.
dampen engine and propeller vibrations, are used to In addition to minimum standard instrumentation a
attach the engines tothe engine mount structure. The variety of instrument combinations and panels con-
engine cowling encloses the entire engine and can be figurations are available for optional installation.
1-6
690
MAINTENANCE MANUAL Section I
General Information
ELECTRICAL SYSTEM raters are in the generating mode. A power recep-
tacle, located fuselage battery compartment,

in the aft
The 28-volt de electrical system obtains power from can also be used to supply external electrical power
the 24-volt batteries and two engine-driven 28-volt for engine starting and ground maintenance. The
start er generate rs. One of the batteries is installed electrical system is a conventional single wire sys-
on the right side of the aft fuselage and one is installed tem containing voltage regulators, reverse current
on the left side of the aft fuselage. The batteries are relays, and feeder protection relays to regulate
placed in normal or series during engine starting generator voltage and protect the electrical system.
and are connected in parallel when the starter-gene-
1-7/1-8
SECTION
SERVICING
690
MAINTENANCE MANUAI Sectioii II
Scrvicin~
SECTION II
SER~ICING
TABLE OF CONTENTS
Page Pac~E
GENERAL DESCRIPTION 2- I Batteries 2_ 7
GROUNDHANDLINC 2-1 Fuel System 2-11
Towing 2- 3 Hydraulic Systenl 2-11
Taxiing 2_ 3 Enviponnlentaii Systen; 2-12
Parking 2, 3 O?rygeii Systeni 2-12
Mooring 2, 3 Wing and Empennah´•e Deictr S~steln 2-13
Jacking 2, 4 Propeller Deicing System 2-13
Leveling 2, 4 AIRFRAME MAINTENANCE 2-13
Emergency Procedures 2_ 4 Fuselage Sealing 2-13
Engine Ground Operation 2- 5 Cabin Door Seal 2-18
Storage 2- 5 Windows and Windshield 2-18
SERVICING 2- 6 Airframe Cleaning 2-19
Engine Oil System 2_ 6 Couch and Seats 2-20
Landing Gear and Brake System 2_ 6 LUBRICATION 2-20
GENERAL DESCRIPTION equipment and observe the following.
i. Head aircraft into wind and chock wheels.
2. Remove all control locks.
Standard procedures for ground handling, servicing, 3. All personnel, work stands, and equip-
airframe maintenance, lubrication and scheduled in- ment shall be clear of danger areas.
spection requirements are included in this section. 4. Set parking brake.
Adherence to these procedures, on a scheduled basis, 5. Position nose wheel straight ahead and
can save many hours of costly maintenance. When a
hold rudder pedals in neutral position when
system component requires service or maintenance operating engine(s) at high power.
other than that outlined in this section, refer to the 6. Perform engine ground run in clear area
to prevent foreign object damage to engine and

applicable Section of this manual for complete infor-
mation. propellers.
GROUND HANDLING
CAUTION
The following precautionary measures should be taken
when handling the aircraft on the ground:
Do not exceed inter turbine tempera-
a. Do not setparking lever if brakes are wet and am- ture (ITT) or horsepower limits dur-
bient air is 320F or less, as there is a possibility of ing ground operation of engines. Re-
moisture accumulation freezing in the brake assembly. fer to Section IV for engine ol,erating
b. When operating the engines, remove all towing procedures.
2-1
Change 4
690
Section II MAINTENANCE MANUAL
Servicing
23’-3"
81’-10"
58’-7"
re
35’-4"
LLI
27’-0"
72 )1
14’ -11. 35"
7’ -0. 37"
7’-10"
15’-5"
Figure 2-1. Minimum Turning Distonces

2-2
690
MAINTENANCE MANUAL Section II
Servicing
:I
1279
pl_q;J z
Figure 2-2. Tow Bor App5cations
TOWING b. While taxiing, niake slight turns to determiiif

effectiveness of nose wheel steering system.
Movement of the aircraft on the ground may be ac- c. Minimum turning distances showll ill Figure
complished by either of the following methods: 2-1 should be strictly observed when tartiill~ the air-
craft close to buildings or other’ stationary objects.
a. Pulling and guiding aircraft with a tow bar (see d. When possible, avoid taxiing over ~rountl t:~´•n
Figure 2-2). The nose gear will turn 45 degrees to taining´• loose stones, gravel, or any loose !nntt´•ri;ll
each side of center for ordinary turning. These tow that may cause foreign object damagf to I,rul~t’llel..i
limits are marked on the fuselage nose cap and must and eIlgines.
be strictly observed to prevent nose gear damage.
b. Lowering the tail and moving aircraft back-
wards. The main wheels are near the center of bal- PARKING
ance, and two men can easily lower the tail and move
the aircraft backwards as desired. When parkill~ the aircraft, head it itlto the and
set parking brake.
Attach a rope harness to the main landing gear to
move aircraft over soft or muddy ground. Never Install control lock, pitot covers, slid the cltpirle;lir
push, pull, or lift aircraft by the ailerons, elevators, inlet and exhaust plugs.
or flaps. Observe NO PUSH areas on the fuselage
tail cone, nose section, and nacelles. Do not tow
aircraft by the tail skid or use the nose gear strut as MOORING
an attach point for towing by tug or truck. Avoid
jerky motions during all towing operations. When mooring aircraft in the open, ltcad into the witld
if possible. Secure control surfaces with the interiial
control lock and set the brakes. For calni weather
TAXIING conditions, chock the nlain wheels. II willds u~, to 20
la~ots, secure the main gear and tail skid. For wind
Before attempting to taxi the aircraft, ground person- above 20 knots, tie nose, tail skid, artd Illningfar
nel should be checked out by qualified pilots or other (see Figures 2-3 through 2-5) and install external
responsible personnel. When it is determined that control surface locks. Hangar aircraft when wind
propeller blast area is clear, apply power to start velocity exceeds 60 knots. When mooring aircraft.
taxi roll and perform the following checks: use 3/4-inch manila rope tied in a clove hitch or
other anti-slip knot and leave sufficient slack in the

a. Tad forward a few feet and apply brakes to rope to permit shrinkage without damage to the
determine brake effectiveness. aircraft.
2-3
690
Section U[ MAINTENANCE MANUAL
Servicing
WOTE
DO NOT TIE ROPE TO

STRUT SCISSORS LINKS
Figure 2-3. Mooring
JACKING tions, such as weighing, calibration of the fuel quan-

tity indicating system, and replacement of major
When it is necessary to completely lift the aircraft structural components. To level the aircraft later-
off the ground it is recommended that jacking be ac- ally, place a spirit level across the floor beams of
complished inside a hangar. If it is necessary to jack the cabin floor immediately forward of the rear seat.
the aircraft in the open, wind conditions must be calm Deflate the tire or strut on the high side until the
and the aircraft should never be left unattended. At- spirit level indicates the aircraft is level. For lon-
tach the two removable jack pads provided with each gitudinal leveling, place a spirit level in a fore and
aircraft to the under surface of the wing outboardof aft position on top center line of the fuselage immed-
each nacelle. Place a telescoping tail stand weighing lately forward of fuselage station 178. 80. Inflate or
at least 300 pounds under the tail section, and secure deflate the nose tire until the aircraft is level. For
stand to aircraft tail skid with a 1/4-inch bolt. Posi- more positive leveling, place the aircraft on jacks.
tion jacks under the jack pads and raise aircraft until This method shall be used when calibrating the fuel
the main landing gear is off the ground, quantity indicating system, as the aircraft must be
perfectly static during the calibration procedure.
CAUTION
EMERGENCV PROCEDURES
The following emergency procedures must be accom-

The aircraft will tip either fore or aft
therefore the tail must
plished as rapidly as possible should an emergency
when on jacks; arise. It is therefore suggested that the steps per-
be both supported and weighted.
taining to each emergency be committed to memory
in order to accelerate the procedure and minimize
A tripod jack, with
a minimum height of 66 inches damage. The best solution for avoiding emergencies
and an extended
height of 78 inches should be used is to follow the procedures contained in this manual.
to lift the complete aircraft. A telescoping tail stand
weighing 300 pounds minimum, and having a normal ENGINE FIRE DURING STARTING. If a fire develops
height of 52. 5 inches should be used to support and in the engine compartment during engine starting,
weight the tail whenever it is necessary to lift all continue the engine start in an attempt to blow out the
three wheels clear of the ground. The tail of the air- fire. If the fire persists, or should afire also develop
craft may be lowered and secured to raise the nose in the wheelwell or engine nacelle, proceed as follows:
landing gear off the ground. A jack pad, installed on
each main landing gear lower strut fork permits the a. Parking brake SET.
individual gear to be raised (see Figure 2-6). b. Fuel and hydraulic emergency shutoff switch
EMER S/O.
c. Condition levers EMERGENCY FEATHER.
LEVELING d. Engine control switch ENGINE OFF.
e. Battery switch OFF.
It is necessary to level the aircraft for various opera- f. Signal fire guard to extinguish flame with foam.
2-4
690
MAINTENANCE MANUAL Section LI
Servic ing
ing of engines shall be performed as outlined in Sec-

tion IV of this manual. Engine starts may be made
with aircraft battery power or with an auxiliary de
power unit (APU). An auxiliary power unit should
always be used when temperature is 100F or below.
The aurdliary power unit must be regulated to 26 volts
capable of providing a minimum of 16 volts de,
de and
800 amperes during the starting cycle. Observe ex-
ternal power unit ammeter during start.
CONTROL
COLUMN
r~l CAUTION
INTERNAL
CONTROL I Do not use an elrternal power unit which
LOCK ~a I produces in excess of 1000 amps during
initial start sequence. Current greater
than 1000 amps may produce arcingwhich
can damage starter-generator or cause
starter-generator brushes to stick.
STORAGE
The aircraft is constructed of corrosion resistant al-

clad aluminum; however, since aluminum is subject
RUDDER-BRAKE
to oxidation, it must be
periodically checked for signs
PEDALS
of corrosion. The first indication of corrosion is the
42 479 As formation of white deposits or spots on unpainted sur-
faces. Painted surfaces will discolor or blister.
Figure 2-4. Internal Control Lock The aircraft should be stored in adry hangar for good
preservation.
STORAGE FOR 30 DAYS OR LESS. Special preser-

CAUTION vation measures are not required for airframe and
airframe components when the aircraft is to be stor-
ed for 30days or less. However, the following pro-
Do not open cabin door until left pro-
cedures should be accomplished prior to and during
peller has stopped rotating.
storage.
a. Service fuel, oil, and hydraulic systems.

g. Abandon aircraft,
b. Clean and remove oil or hydraulic fluid from
tires.
ELECTRICAL FIRE. Circuit breakers isolate all c. Close high pressure valve on oxygen supply
electrical circuits and will automatically interrupt cylinder.
power if the circuit is shorted. However, as a safety d. Release all oxygen from high pressure line to
precaution in the event of electrical fire, turn the oxygen regulator and low pressure lines to oxygen
right and left generator switches and batteryswitch outlets.
OFF. Use a fire extinguisher approved for electrical e. Insure that all electrical switches are OFF.
fires to extinguish the flame. f. Install air inlet and tail pipe plugs.
g. Rotate landing gear wheels, every seven days,
EMERGENCY GROUND EXIT AND ENTRANCE. If to prevent formation of flat spots.
the cabin door cannot be opened, emergency exit can
be made through the cabin window directly opposite WOTE
the cabin door. Pull emergency e~dt lever down and
lift window from aircraft structure. Do not leave the See SectionIV for engine preserva-
aircraft until both propellers have stopped rotating, tion procedures.
Emergency entrance into the cabin may be made
through the cabin door or by breaking the windshield
or any of the other windows. STORAGE FOR MORE THAN 30 DAYS. When an air-
craft is to be stored for periods greater than 30 days
the following preservation and storage procedures
ENGINE GROUND OPERATION should be followed:
Allengine ground operations including external pre- a. Repeat steps a. through g, of paragraph "Stor-
start checks, cockpit prestart checks, and the start- age For 30 Days or Less.
2-5
690
Section LI MAINTENANCE MANUAL
Servicing
RUDDER GUST LOCK

JIIJ
CLAMP AND SCREW
BUNGEE CORD
TAIL SI~DI HOOK

X2267
Figure 2-5. External Control Lock
b. Remove battery and store in cool place, netic plug, oil temperature bulb, oil cooler thermal
c. Clean and polish aircraft. by-pass valve and oil pressure indicating system.
When it becomes necessary to change oil type or
The above storage procedures are applicable for stor- brand, refer to Approved Fuels and Oils Figure in
age periods not exceeding 60 days. When storage for Section V.
longer than 60 days is required, the nearest Aero
Commander Distributor should be contacted for stor- OIL TANK. Engine oil is drained through a port in the
age recommendations. bottom of the wrap-around oil tank on the lower right
side of the engine. To assure maximum oil drainage
RETURNING AIRCRAFT TO SERVICE. if proper the propeller must be in the feathered position to purge
procedures have been followed during storage, very the oil from the propeller dome. Approximately one
little preparation will be required to return aircraft quart of engine oil is undrainable through the tank
to service. Install fully charged battery and perform drain port, because it is trapped in the sumps of the
a thorough and searching daily inspection and pre- engine pumps. Total capacity of the oil tank is 8.00
flight check. quarts; however, 6. 00 quarts will fill the tank to the
FULL mark on the dipstick. The space remaining in
the tank allows for expansion of the oil. When the oil
level reaches the ADD oil mark on the dipstick ap-
SERVICING proximately 5.00 quarts of oil remain in the tank.
Maximum allowable engine oil consumption is 0.02
gallon per hour. if the engine consumes as much as
ENGINE OIL SYSTEM a gallon of oil in a 50-hour operating period, oil line
fittings and connections should be checked for leaks.

A supply of 6. 0 quarts of engine lubricating oil, car- When adding oil, the oil level should be in theupper
ried in an oil storage tank attached to the lower right half of the Full to Add oil zone of the dipstick when
side of the reduction gear case of each engine, sup- the oil is hot. If the oil is cold, do not add oil if the
plies oil for the engine lubricating system, propeller level is in the upper half of the Full to Add oil zone.
pitch control system, and engine torque sensing sys-

tem. The oil system consists of a nacelle mounted LANDING GEAR AND BRAKE SYSTEM
oilcooler, fuel-to-oil heat exchanger, an internal
oilpump, pressure regulating valve, threeinternal The following instructions for servicing the landing
scavenge pumps, oil filter, filter bypass valve, mag- gear and brake system are intended as a guide for
2-6
690
Servic ing
o
ADJUSTABLE
TAILSTAND
WEIGHT 300 LBS MIN
HYDRAULIC JACK
MINIMUM HEIGHT 66"
MAXIMUM HEIGHT 78"
Figure 2-6. Jacking
daily flight line maintenance operations only (see limits. Air pressure should be checked before each
Figure 2-7). Other maintenance procedures are dis- flight and maintained within the limits indicated on
cussed in Section VI of this manual. the pressure gage.
LANDING WHEEL TIRES. Maintain main wheel tire

pressure at 60 psi and nose wheel tire pressure at 30
psi. Use only soap and water to clean the tires. WARNING
LANDING GEAR SERVICING. Maintain strut elden-

sion pressures and dimensions
as shown in Figure Do not chargethe nitrogen storage cyl-
2-8 and lubricate the landing gear as shown in Figure inder with oxygen. Use only dry com-
2-12. Check the landing gear daily for general clean- pressed air or nitrogen.
liness, security of mounting, and hydraulic leaks.
Keep machined surfaces of strut piston wiped free of Nitrogen Storage Cylinder Pressure Gage Check.
dirt and dust, using a clean lint-free cloth saturated
with MIL-H-5606 hydraulic fluid. Surfaces should be A periodic check of the nitrogen pressure gage should
wiped free of excessive hydraulic fluid. be made to assure gage is re~stefing properly. Check
the gage as follows:
Filling and Inflating Strut
a. Bleed storage cylinder pressure to zero at the
The air valve for inflating and deflating the main iand- emergency air filler valve. Observe the indication on
ing gear strut is located on the lower portion of the the pressure gage as the pressure bleeds off. Lf pres-
strut outer body. The hydraulic filler plug is located sure gage indication does not drop to zero, or if
on the top of each main landing gear. The air valve needle sticks, the gage is faulty and should be replaced.
body located at the top aft side of the nose gear strut b. If pressure gage operates properly, recharge
is used to fill and inflate the strut. Main landing gear the nitrogen storage cylinder with nitrogen to 425-
struts are inflated to 350 (-f´• 10) psi or until the strut 525 psi.
extension conforms with the Strut Extension Chart,
Figure 2-8. The nose landing gear is inflated to 95- BRAKE LINING WEAR. Brake linings should be
100 psi. checked before each flight to determine that the Lin-
ing is not worn excessively. Refer to Section VI for
LAND~G GEAR
NITROGEN STORAGE CYLINDER. complete description of brake system.
The landing gear nitrogen storage cylinder, which is
charged to 425-525 psi with dry air or nitrogen, is BATTERIES
installed in the baggage compartment; however, the
pressure gage and filler valve are installed on the The aircraft is equipped withtwo 24-volt nickel-
inboard side of the left nacelle wheelwell. A green cadmium storage batteries. One battery is installed
are on the pressure gage demarcates the pressure on the right side of the aft fuselage and one is installed
Change 2 2-7
690
Section LT MAINTENANCE MANUAL
Servicing
on the left side of the aft

fuselage. Batteries are con- vidually removable cells connected in series with
nected in series during
the engine starting sequence. rigid metalconnectors. Liners, installed around the
Battery connections must be clean and tight to obtain inner battery case wall, provide cushioning for the
peak battery performance (see Figure 2-9). cells and protect the battery case from acids. Cover
pads, installed on the inner side of the metal cover,
MAINTENANCE OF NICKEL-CADMIUM BATTERY. press against cell filler caps and hold cells securely
The nickel-cadmium battery is composed of 19 indi-
~--II- 3
4
;ii
2
j: crs 11
83’3 12
10
19’ Is
~s3 13
1. NOSE GEAR STRUT NITROGEN VALVE 12. EMERGENCY GEAR ALR FILLER VALVE
2. STATIC SYSTEM DRAIN 13. OUTBOARD FUEL TANK SUMP
3. CENTER FUEL SYSTEM SUMP DRAIN DRAIN (R L)
4. MAIN GEAR NITROGEN STORAGE 14. OUTBOARD FUEL TANK FILLER
CYLINDER CAP (R L)
5. OXYGEN CYLINDER 15. MAIN TIRE INFLATION VALVE (R L)
a. BATTERY(R L) 16. MAIN GEAR STRUT NITROGEN
7. ENVIRONMENTAL SYSTEM PRIMARY VALVE (R L)
COMPRESSOR 17. FUEL FILTER (R L)
8. REFRIGERATION UNIT 18. OIL FILLER CAP
9. HYDRAULIC PRESSURE ACCUMULATOR 19. ENGINE INLET DRAIN
REGULATOR UNIT 20. ALTERNATE STATIC SYSTEM DRAIN
10. HYDRAULIC ACCUMULATOR 21. NOSE TIRE INFLATION VALVE
11. HYDRAULIC RESERVOIR
22 56
Figure 2-7. Servicing Chart
2-8
Change 2
690
Servicing
,I
I I I
700 I I r I\ 1 7 1 I~I
TII I I li3;
WITH STRUT FULLY EXTENDED O

INFLATE TO 350 +10 PSI cll
600 ~1
e!
w oi
W
P:
500 P
B
w
al
P, I I I I I I I I I I I I Iwl
P:
1E c~
400
41t3
C4
P: ~IW
E~
wB
vl
XI
WI
300
U113
cl~
200
2 3 4 5 6 7 8 8.75
MAIN LANDING GEAR STRUT EXTENSION

FROM FULLY COMPRESSED INCHES
Figure 2-8. Strut Extension Chart
in place during flight. Correct positioning of these and allowed to stand idle for 2 to 24 hours. To check
cover pads when installing the cover is essential in the electrolyte level remove each filler plug with a
preventing damage to the battery during flight in rough filler-plug wrench. The electrolyte should be visible
air. The cover gasket, which provides a leak-proof at 3/8-inch to 1/2 inch below top of baffle. Water
seal between the cover and case, should be maintained should be added slowly and with equipment which is
in good condition to prevent leakage of electrolyte clean and free from any trace of acid; do not use
from the battery, equipment that has been used for servicing lead-acid
batteries. After water has been added, the battery
Electrolyte should be discharged and then recharged to mix the
water with the electrolyte. This will prevent freezing
Electrolyte for nickel-cadmium batteries is a i. 32 when operating at high altitudes. Water should not be
specific gravity solution of reagent grade potassium added to a discharged battery unless cell voltage ezr-
hydro~de and distilled water, which is very corro- ceeds 1. 5 volts as the electrolyte will expand during
sive. If this solution is spilled on clothing, hands, the charging process and cell spewage will occur.
or other material, the affected area should be wash-
ed immediately with cold water or a boric acid solu-
Charging of Nickel-Cadmium Batteries
tion. Consult a physician if the eyes are involved. If
more than one ounce of electrolyte is spilled from any The battery mustbe removed from the aircraft prior
cell, electrolyte should be added. During operation t, charging. Charging of the nickel-cadmium battery
some water is lost from the electrolyte as a result of the constant-current method is recommended and
by
normal gassing, venting, or overcharging. This loss should be performed as follows:
must be replaced only withpure distilledwater. Check
the electrolyte level at major inspections or if the Remove cover from battery.
voltage regulator fails and subjects the battery to ex- b. Tighten each terminal connection, on each cell
treme charging voltages. Electrolyte level should to 34-38 inch-pounds.
also be checked after the battery has been recharged c. Charge battery with a constant-current starting
2-9
690
Servicing
rate (amperage) source of 5 to Ilamperes to a control

point of 29. 5 volts de. Finish charging rate is 2 to 7
amperes at a trickle rate of 155 to 230 milliamperes.
d. Check voltage of each cell. If a cell is shorted
(zero voltage indication), remove and replace cell
(see Battery Cell Replacement in this Section).
e. Electrolyte levelshould be 3/8-inch to i/a-inch
below top of baffle two hours after charging. If elec-
trolyte level is low, fill cell with distilled water until
electrolyte levelis correct.
i CAUTION
~´•´•I´•´•
1
The electrolyte used inbattery is alkali.
Do not add an acid to electrolyte. Avoid
use of acid-laden water servicing equip-
ment to add water to the battery cells.
f.
tion and
Current flowbetween
battery case
battery
must not exceed 100
terminal connec-
milliamp-
~gj
eres.
22 17
nota 1
Figure 2-9. Battery

A voltage potential between battery
terminal connections and battery case
indicates that excessive current flow
may elrist, however a voltage potential
is not a reason for rejecting battery. CAUTION
Do not substitute hardware for connect-
i. If amperage is in excess of 100

a., m. ing battery cells, as an adequate elec-
trical connection may not be made.
place battery upside down on a rubber mat and
lift one end of battery with quick disconnect re-
ceptacle to a 450 angle. i. Tighten each terminal connection bolt to 34-38
2. Flush top of battery cells vigorously with inch-pounds.
tap water. After battery has been flushed allow j´• Install filler plugs in each cell.
to dry in sun or by applying forced warm air to k´• Recharge battery as outlined in Charging of
battery. Nickel-cadmium Batteries.
3. Check voltage potential between battery
ter minal connection and battery case, and as sure Battery Rejection
that amperage does not exceed 100 m. a.
A battery must be replaced when one of the following
conditions e~ist:
Battery Cell Removal and Installation
a. Current flow between battery post and battery
a. Thoroughly clean battery, case exceeds 100 milliamperes after completely
b. Remove the connectors between terminals of charging battery.
end cells of battery and
battery terminal connector. b´• Battery fails to obtain a full charge after three
c. Remove filler plugs from each cell. charging cycles.
d. Remove terminal connectors from defective cell. C´• When necessary to replace five or more cells.
e. Remove terminal connector bolts from cell and
install an insulated strap to cell with terminal con-
CAUTION
nection bolts.
f. Withdraw defective cell from battery, using in-
sulated strap. Use extreme care when working around
g. Install new cell with positive terminal connect- top of cells. Do not place uninsulated
ing to negative terminalof adjacent cell, and negative tools on top of cells. Severe sparking
terminal connecting to positive terminal of adjacent will result and both tool and c ell termi-
cell. nals can be badly damaged. All tools
h. Installterminal connectors between new cell used inside battery case should be cov-
and adjacent cells. ered with insulation.
2-10
690
Servicing
Cleaning Battery Whenever possible the aircraft should be serviced

immediately after each flight to permit mardmum
All cleaning inside battery case should be accom- time for entrained water to reach the sump drains.
plished with nonmetallic tools. A white residue ac- Drain a small amount of fuel from each sump drain
cumulates on top of the cells as a result of normal and check for presence of water or other foreign ma-
venting of gasses from the charging operation. This terial at each daily inspection.
residue is harmless potassium carbonate and may be
fiber bristled brush. All FUEL SYSTEM DRAINS. The fuel system includes
removed by brushing with a
the following fueldrains: A center fuel cell drain on
foreign matter should be kept out of the battery case.
inside the all the fuel sump, two outboard fuel cell drains, two in-
If electrolyte is spilled case, cells,
and dividers should be removed from bo"’d fuel cell drains, and a fuel drain line from the
case liners,
case and cleaned with a three percent solution of boric flow divider and engine combustor to the engine drain
manifold. The fuel cell sump drain is accessible
acid, completely dried, and reinstalled. Do not use
oil or other preservative on terminals. through the drain valve access door on the right side
of the fuselage below the inboard flap. Fuel drain
and Maintenance of valves for the left and right outboard and inboard fuel
Cleaning Battery Compartment
cells are installed on the lower wing surface inboard
and outboard of each nacelle, and are actuated by ro-
The battery compartment should be kept clean at all
rating the valve with a screwdriver until the valve
times to prevent an accumulation of foreign material
which would have a tendency to absorb electrolyte. If locks open.
electrolyte is spilled inside the battery compartment,

the compartment should be cleaned with a three per-
cent solution of boric acid, rinsed with running water, HYDRAULIC SYSTEM
and completely dried. The area surrounding the bat-
tery is painted with a protective paint. Any scratch- The aircraft is
equipped with two automatic pressure-
ing, gouging, or flaking of this protective paint which compensated, variable-delivery type, engine-driven
exposes bare metal should be repaired by smoothing hydraulic pumps which provide power for operation
the paint edges with a light abrasive and painting with of the hydraulic components, hi the event of a nlal-
a black acid resistant paint. function in the
hydraulic system, an electrically-
operated hydraulic pump provides hydraulic pressure
to operate the brakes, wing flaps, and nose wheel
FUEL SYSTEM steering. A check of the hydraulic system installa-
tion should be made periodically for evidence of hy-
draulic fluid leakage. The hydraulic fluid lellel in
The fuel tank system consists of 22 interconnected
the hydraulic reservoir should be checked before each
fuel cells which form a single tank system. Fuel cell
locations are as follows: Six cells are located on the flight and hydraulic fluid added to bring the fluid level
outboard side of each engine nacelle, while four cells up to the FULL mark on the dipstick. For complete
information on the hydraulic system refer to Section
are located on the inboard side of each engine nacelle,
III of this manual.
The 21st cell is located in the center wing section and
the 22nd cell is installed in the fuselage below the
center wing cell. Two electrically operated continu- HYDRAULIC RESERVOIR FILLLNG. The hydraulic
ous dutyboost pumps are installed in a sump con-
reservoir is located in the left nacelle, immediately
tained in the fusel~e fuel cell. Each pump supplies
outboard of the wheel well (see Figure 2-10). A door,
fuel to its respective engine where the two-element
located on the top surface of the nacelle and aligned
engine-driven fuel pump boosts fuel pressure before with the reservoir filler cap, affords easy access for
the fuel enters the fuel control unit. Initial screening
servicing. Before removing the combined filler cap
of the fuel is accomplished by a fuel screen contained
and dipstick, wipe filler neck with a shop towel to
in the sump of fuselage fuel cell. A fuel filter is in-
remove dirt that could fall into reservoir. Never
stalled at each engine to filter the fuel as it flows be-
allow reservoir to remain uncapped any longer than
tween the fuel control unit and the engine-driven fuel
necessary. If reservoir is low and hydraulic fluid is
pump. Remove, clean, and replace filter element as not immediately available reinstall filler cap while
outlined in TPE 331 Engine Maintenance Manual. fluid is being obtained. Service hydraulic reservoir
Electrically operated fuel shutoff valves controlthe
follows:
fuel flow to each engine and are electrically energized
to the open position during the engine starting se- Retract wing flaps.
quence. The fuselage fuel tank sump also contains b. Open reservoir access door.
one of the four fuel quantity transmitters and a sump c. Remove reservoir filler cap.
drain valve. A "low fuel" warning system, also in- d. Fill hydraulic reservoir to FULL mark(3.2
eluded in the aircraft fuel system, will illuminate a quarts) Do not service above FULL mark
ondipstick.
warning light in the flight computer when the total fuel since the remaining space is for fluid expansion.
available has decreased to 31 gallons (208 pounds), e. Install filler cap and secure access door.
The fuel system has a usable fuel capacity of 384
gallons (2572 pounds). When refueling the aircraft, FILTER REPLACEMENT. Hydraulic reservoir filter
the fuel tank system may be filled from the left or must be replaced at regular intervals, to maintain a
right wing filler cap. Allow a few minutes for fuel clean hydraulic system. Every effort must be made
to seek a uniform level when topping off the fuel tank to prevent dirt from entering reservoir during filter
system, replacement. If replacement operation is interrupted
2-11
690
Servicing
Filter replacement is accomplished by reversing the

removal steps and referring to Figure 2-10. If clean-
FILLER CAP liness of fluid drained from reservoir is questionable,
COVER
AND ~IPSTICK use new fluid. After reservoir is serviced, check
RETAINING
ASSEMBLY drain plug for evidence of leakage.
BOLT
EXTERNAL HYDRAULIC POWER UNIT. The entire

VENT r I hydraulic system
can be functionally tested by the
I I attachment of an elrternal hydraulic power source.
The power unit must be compatible with MIL-H-5606
COVER I hydraulic fluid and capable of supplying a continuous

pressure of 900-1075 psi. Connect power unit as
12\ 1 follows:
a. Reduce hydraulic system pressure to zero.

b. Turn battery switch ON and close engine hy-
draulic-fuel shutoff valve switch.
c. Remove necessary cowl from engine and dis-
connect supply and pressure hoses from engine-
driven hydraulic pump (see Figure 2-11).
FILTER
~"iB"""
WOtE
A container should be available to catch

hydraulic fluid draining from lines.
Take necessary precautions to prevent
contamination if fluid is to be reused.
DRAIN
PLUG
d. Cap hydraulic pump fittings.
PRESSURE e. Connect pump supply hose to hose leading from
RELIEF
power unit inlet port and connect pump pressure hose
VALVE to power unit outlet port.
f. Service hydraulic reservoir and open hydraulic
23 ~4 shutoff valve before operating hydraulic power unit.
Figure 2-10. Hydraulic Reservoir WOTE
Always start engine opposite to elrternal

for any reason, place cover over reservoir to keep hydraulic power unit application on the
dirt out. Do not replace filter while aircraft is ex- first run after power unit is used.
posed to dust laden air. The accesstop sur- door on
face of the left nacelle has an opening large enough to

accommodate filter replacement. Replace filter as ENVIRONMENTAL SYSTEM
follows:
The following instructions for servicing the pressur-
a. Remove drain plugs from bottom of reservoir ization
equipment are intended as a guide for daily
(Figure 2-10) and drain fluid into a clean container. flight line maintenance operations only. Procedures
If fluid is to be reused, container must be tightly Other than routine daily maintenance are discussed in
covered. REINSTALL DRAIN PLUG. Section IX of this manual. Inspect the refrigeration
b. Open reservoir access door on top surface of unit oil filler and maintain oil level at top of filler
nacelle. neck. Drain and refill the
refrigeration unit with
c. Disconnect vent tube from reservoir cover approved oil to top of filler neck as required by the
fitting. aircraft inspection guide. Inspect inlet air duct for
d. Loosen reservoir cover retaining bolt and care- obstructions before each flight (see Figure 2-12 for
fully lift cover from reservoir, approved oils).
e. Withdraw filter and gasket from reservoir. Do
not allow fluid to drip onto aircraft.
f. Clean sediment from bottom of reservoir using OXYGEN SYSTEM
care to prevent sediment from entering emergency
supply port. The oxygen cylinder is located in the aft baggage com-
g. Clean removed filter gaskets with hydraulic partment, and when fully charged weighs 13.38 pounds
fluid before installation. Replace gaskets if condition ~uld contains 22. 0 cubic feet of aviator’s breathing
is questionable, oxygen at a pressure of 1800 psi.
2-12
690
MAINTENANCE MANUAL Section LI
Servicing
as optionalequipment. Check propeller deicer boots

WARNING daily for security, scuffs, and general condition.
No smoking or open flame of any kind

CAUTION
is permitted in or near the aircraft
while the oxygen system is on. Keep Loose deicer boots will be thrown off
oil, grease, hydraulic fluid, flammable propeller blade resulting in excessive
items, and other foreign material away engine vibration.
from oxygen equipment. Dangerous
explosions willresult if oily fluids con- Propeller deicer boots should be maintained free of
tact high pressure oxygen.
foreign material by wiping the deicer boots sparingly
with a cloth dampened in Toluol or MEK. When
Refilling of oxygen cylinders must be accomplished cleaning the deicer boots use care to prevent cleaning
by a reputable oxygen service station using aviator’s fluid from accumulating around the propeller blade
breathing oxygen. This oxygen is specially dried to butt to prevent damage to chevron seals~ Do not
remove moisture which could cause corrosion and apply ICEX to
propeller deicer boots. Maintenance
damage to the system, or which could freeze at low instructions for the propeller deicing system are
temperatures and render the system useless. The contained in Section XI.
cylinder shutoff valve is equipped with a hex-capped

safety device which protects the cylinder from over-
expansion of the oxygen in the event of exposure to
fire or extreme heat. AIRFRAME MAINTENANCE
CABIN DOOR BAYONn RIGGING CHECK

CAUTION
(Refer NIAMFigure
to )A01-2
Do not attempt to removethe safety The following procedures are to ensure that all move-
device installed in cylinder shutoff ablebayonets installed in the main cabin door have
valve while the cylinder contains oxygen. proper penetration in fuselage retaining blocks:
Before removing the oxygen cylinder for refilling or a´• Open main cabin door and place door handle in
replacement, the valve on the cylinder must be cios- locked position, extending bayonets. Apply layout ink
ed and the oxygen system lines bled to zero. While to all bayonets.
the aircraft is on the ground, the oxygen supply shut- b´• Retract bayonets by placing door handle in
off valve should be closed and the altitude adjusting open position.
valve OFF (counterclockwise). c. Close door and engage bayonets in fuselage
retaining blocks by placing door handle in locked
NOTR position.
d. Lightly scribe a mark on inboard surface of
Do not use force when closing valves bayonet, along surface of door jamb (refer to Detail
or valve seats may be damaged. A).
e. Open main cabin door and place door handle in
locked position. Measure distance from tip of bay-
WING AND EMPENNAGE DEICER SYSTEM oner to scribe mark and record for each bayonet
(refer to Detail B).
Inflatable rubber deicer boots may be installed on the f. At each bayonet location measure the distance
leading edges of the wings and stabilizers. Air pres- at inboard side of hole in fuselage retaining block
sure to inflate the deicing boots is supplied by engine from door jamb sheetmetal to countersink of hole
bleed air. Suction todeflate the deicing boots is sup- (refer to Detail C). Record for each hole.
plied by an air ejector which also employs engine g. To determine the amount of penetration, from
bleed air to create a low pressure areaat the vacuum the dimension recorded in step e. subtract the dimen-
ports of the air ejector. Inspect deicer boots daily sion recorded in step f., for each individual bayonet,
for general condition and security. Deicer boots must obtaining the amount of penetration.
be maintained free from oil, fuel and other solvents
harmful to rubber. Clean the boots regularly with a
After cleaning the deicer WOTE
soap and water solution.
boots apply B. F. Goodrich Icex to protect the boot Minimum amount of penetration for
surface and reduce natural abrasive effects during
upper bayonets is 0.70 inch and for
flight. For additional information concerning the aft bayonets is 0. 83 inch (refer to
wing and empennage deicer system refer to Section DetailD).
XI, Optional Equipment.
If penetration of bayonets into fuselage
PROPELLER DEICING SYSTEM retaining blocks is equal to or greater
than minimum requirements, penetra-
Electric deicers may be installed on the propellers tion of bayonets is acceptable.
Change 3 2-13
690
Servicing
h. II minimum requirements for penetration are NOTE

not obtained, remove upholstery from inside main Class A indicates brushable mater-
cabin door, and adjust bayonets in door assembly to
ial. Class B indicates filletin6r or
dimensions in Detail E, with bayonets fully retracted.
injection material. Dash numbers in-
i. Recheck penetration of bayonets as per steps a.
dicate work life. Example: A-2indi-
thru g. to ensure minimum requirements are obtained
cates a brushable material having a
(rePer to Detail C). 2-hour maxiluum work life.
j. if minimum acceptable penetration is not ob-
tainab2e adjust the bayonets to exceed the 0. 06 inch
dimensions (refer to Detail E) to clear the door jamb
HORIZONTAL AND VERTICAL STABILIZERS
by 0. 06 inch (refer to Detail Fl.
NOTE Inspect leading edges of horizontal and vertical stab-

ilizers as Bellows:
If minimum requirements of penetration a. The leading edges of the horizontal and verti-
are not obtainable, contact Customer cal stabilizers shall be checked for cracking by per-
Service Department, Gulf stream Aero- forming "squeeze" test.
I
a
space, Oklahoma City, Oklahoma 73123.

NOTE
k. Replace upholstery on inside of main cabin
door. Whenever the deice boots are removed
from the horizontal or vertical stabilizers
NOTE perform avisual inspection of leading edge
skins for deformation, cracking, corrosion,
This check of bayonet penetration should and loose or missing rivets.
be performed every 100 hour periodic

inspection requirement. NOTE
Whenever the leading edge skin surface

of the horizontal or vertical stabilizers
FUSE~AGE SEALING
is removed, perform a visual inspection
The cabin area of the fuselage is carefully sealed of leading edge ribs for deformation,
during manufacture of the various subassemblies and cracking, corrosion, and loose or missing
again after assembly of the completed fuselage. The rivets.
following~ information is included to assist in the main-
tenance and repair of the aircraft to obtain a correct SQUEEZE TESTING LEADING EDGES OF HORI-
and lasting seal when replacing any structural parts ZONTAL AND VERTICAL STABILIZERS. To per-
which lie within the pressurized area. form a "squeeze" test requires manually squeezing
and listening and/or feeling for indications of crack-
SEALANT AND INSULATION BILATERIALS. The ing or leading edge skin damage. II there are any
following is a complete list of sealants and illsulation indications of cracking or leading edge damage the
to be used, and their general area of application. deicer boots shall be removed from the stabilizer,
and necessary repairs accomplished.
Products Research Co.,
1221 Class A-1/2, Faying Surface Sealant
1221 Class A-2, Faying Surface Sealant
1221 Class B-1/2, Faying Surface Sealant
1221 Class B-8, Faying Surface Sealant
Coast Pro-Sea1706-B2, Gasket Sealant
3M-EC1403, Gasket Faying Surface Adhesive
Coast Pro-Seal 567, Void Filler
Asbestos Mfg. and insulating Co., No. 55 Asbestos
Cement, Insulating Cement, High Temp Air
Duct Sealant
DowComing Corp., Silastic D. RTV, Sealing Mater-
ial, High Temp. Air Duct Sealant
GeneralElect. Co., RTV-108 Silicone Compound
Jet Pump Sealant
Presstite Engr. Co. 193. 1 Pressurized Air Duct
Sealant
2-14 Change 4
~90 Section II
MAINT~NANCE MANUAL Servicing
A DOOR
DOOR
JAMB
(REF)
(REF) DOOR
INBD JAMB
(RE Fl
INBD
RETAINING
BLOCK (REF) t sc RIBE
DOOR
(REF)
SCRIBE
AFT BAYONETS UPPER BAYONEfS
B DOOR (REF)
INBD)
DOOR (REF)
INBD
SCRIBE
LINE
SCRIBE
LINE
AFT BAYONETS UPPER BAYONETS
C DOORJAMB
(REF)
INBD
DOOR JAMB
INBD
(REF)
RETAINING
BLOCK
(REF)
-j
Figure 2-10A Mo.in Cobin Door Bayonet Rigging (Sheet 1 of 3)

2-14A
Change 3
690
Section U:
Servicing MAINTENANCE MANUAL
INBD
INBD
RETAINING
BLOCK
(REF)
4
:bll
0.83"
MIN.
WOTE BAYONETSIN
FULLY RETRACTED
POSITION
DOOR JAMB
o.o~-r ~s: INBD (REF)

INBD
TO 0.06" (Z 26.600)
WATER LINE
STATION
)I /A~ I~ O.o211 TO
O. Og"
DOOR (REF) I ‘DOOR (REF)

DOOR JAMB
(2-48.400) (REF)
o. 02’,
(2-37.5 0)(Z 15.050)
To O.
WATER LINE STATION
Figure 2-10A Main Cabin Door Bayonet Rigging (Sheet 2 of 3)

2-14B Change 3
690
MAINTENANCE MANUAL Section n
Servicing
DOOR JAh’IB
INeD (REF)
INBD
0. 06’~
DOOR DOOR (REF
(REF)P1EF)DOOR JAMB
AFT BAYONETS UPPER PAYONE’TS
Figure 2-10A Main Cabin Door Bayonet Rigging (Sheet 3 of 3)
Prior to use, all sealants are to be stored in a re- are provided to enable operators to obtain successful
frigerator. Two-part sealants should be mixed only sealing of the pressurized cabin during and following
in the quantity required for a specific task. Surplus repairs to the cabin area.
adhesive should be discarded since the storage life
of mixed sealants, even under refrigeration, is very
limited. The two-part sealants have a definite and
Cleaning
limited work life after being mixed; the work life be-
Remove grease, oil, dirt, chips and all foreign ma-
ing the length of time the sealant will remain in a
terial
prior to cleaning. The success of a good seal
workable form before becoming too hard. Before
depends on the thorough cleaning of both surfaces of
mi~ing the sealant, the amount needed for the specific be
the affected parts to be sealed. Cleaning can ac-
job should be estimated and only that amount mixed.
complished using expendable gauze sponges or a clean
Do not try to seal an area so large that the job cannot
lint-free cloth. Scrub both surfaces until cloth re-
be finished within the work life of sealants. By using
mains clean after wiping. Do not use an excessive
these simple precautions a great deal of time and
amount of solvent. For the finalcleaning, wipe sur-
sealant may be saved.
faces dry with a clean dry cloth to remove any film
left by the evaporation of the solvent. The area clean-
CLEANING MATERIALS AND TOOLS. The following
ed should be slightly wider than the width of the sealant
is a list of cleaning materials and tools used when
to be applied. All cleaning solvent should be removed
applying sealants. from assembly faying surfaces with oil-free, com-
pressed air. If any primer or paint is removedduring
i. Methyl Ethyl Ketone (MEK) the cleaning operation, paint the area after the sealing
2. Gauze sponges; Johnson and
Johnson,
operation is completed.
Finetex, Leshner industrialwipers, or equiva-
lent.
3. Clean rags. Midng
4. Pyles sealing gun, Model 250-06 (using
disposable cartridges). Mix the two-part sealants in accordance with the in-
5. Sealant forming tools spatula and seal- structions on the container. Mix or stir the nli?rture
ant fairing tools. until it is uniform in color. Keep mixture free from
6. Inspection mirror. grease, oil, dirt, metal chips, and all foreign objects.
7. Solvent dispenser. Mix only enough sealant necessary for completing the
sealing requirements. Keep the sealant containers
SEALING PROCEDURES. The following procedures closed when sealant is not being used.
Change 3 2-14C
690
Section II
Servicing MAINTENANCE MANUAL
SEALING AREAS. Various areas of the pressurized Fasteners

cabin require special sealing practices to assure a
thorough seal. When repairing these areas it is Fasteners, rivets, bolts, etc., installed through a
necessary to maintain a thorough seal. faying surface seal within the work life of the seal-
ant needs no further sealing. Any fastener installed
through a structure where no faying surface sealant
Skin Laps has been used shall be sealed as follows:
a. Apply sealant to fastener upon installation.

The internal edges of all skin laps and both edges of
Sealant must extrude evenly around the fastener.
all frame flanges are sealed with a fillet of Products
b. B’USh fastener with sealant to form a fillet
Research Co. 1221 Class B-8 sealant applied with a
after installation.
pressure gun. When used as a faying surface sealant,
the surfaces must be cleaned, the sealant applied to
Co"trol Cable Seals
one surface with a pressure gun or spatula, and then
spread with a spatula to cover the entire faying sur- All controlcables
When the passing through a pressure barrier
face area approximately 1/32 inch thick.
are sealed with teflon seals. The retaining plates and
surfaces are fastened together, a small excess of
strips which hold the teflon in place are sealed with
sealant will be e~ctruded continuously along the joint.
Products Research Co. 1221 Class B-8 sealant. When
The extruded sealant is then faired out, leaving a
it becomes necessary to remove the teflon seal, clean
smooth fillet along the length of the joint,
the faying surfaces and install teflon seal using the
sealant as a faying surface seal.
Angles and Channels

Floor
When an angle or channel is joggled, the area beneath Allpermanent floor panels are installed with Products
the joggle portion must be filled with sealant. Force Research Co. 1221 Class applied as a
B-8 sealant
sealant into oneend of the cavity with a pressure gun faying surface seal. Sealant is placed on one of the
until the sealant emerges from all other openings. faying surfaces with the pressure gun, and the panel
Holes are sealed by applying Coast Pro-Seal 567 pressed in place and riveted. A continuous bead of
(void filler) to the pressure side of the hole with a sealant must extrude along the edge of the panel. All
spatula. Tooling holes are sealed by first filling with access doors and removable panels are sealed by ap-
a rivet and then brushing with a coat of sealant. plying Coast Pro-Seal 706-B2 as a faying surface seal.
2-14D Change 3
690
MAINTENANCE MANUAL Section 1l
Servicing
123
NACELLE
14--~io NcCI5
4 5 6 7 13 fl~’b
9 10
BOr
8
CJ 17 18
LEFT SIDE VIEW
11 12 20 20 21 21 22 23
8 19
BOTTOM VIEW
1624
t9 8
X
17
RIGHT SIDE VIEW
O
27 29 28 28 23 28 31 22 28 28 32 33 35
26 1‘1
e )ec~ t-oc) 41 oo lo
g~ll Q ~s sa e o o o
j828ig i8 FLOOR PLAN VIEW 34

33 35
1. PROPELLER 20. AILERON CONTROL PULLEYS

2. NOSE COWL RING 21. ELEVATOR CONTROL PULLEYS
3. UPPER ENGINE COWLLNG 22. RUDDER CONTROL PULLEYS
4. LOWER ENGINE COWLING 23. CONTROL SURFACE CABLES AND PULLEYS
5. OILCOOLER 24. RUDDER TORQUE TUBE ATTACHMENT
6. ENGINE EXHAUST SHROUD 25. FUEL SUMP DRAIN
7. EXHAUST AND AFT NACELLE 20. VACUUM FILTER
8. RADAR ANTENNA 27. (20 PLACES)
PRESS AND AIR COND DUCTING
9. NOSE EQUIPMENT COMPARTMENT 28. CONTROLSURFACE CABLES, PULLEYS,
10. INSTRUMENT PANEL FAIRLEADS, HYDRAULIC AND VACUUM LINES
11. AVIONICS 29. HYDRAULIC AND VACUUM LINES
12. POWER BRAKE VALVE 30. CONTROL SURFACE CABLES AND PULLEYS
13. EXTERNAL POWERRECEPTACLE 31. CONTROL SURFACE CABLES, PULLEYS
14. ROTATING BEACON GROUND WIRE AND FAIRLEADS
15. RUDDERHINGE 32. AILERON CABLE DRUM
16. RUDDER TRIM TAB ACTUATOR 33. CONTROL COLUMN
17. RUDDER CONTROL LINKAGE 34. LANDING GEAR AND WING FLAP
18. EMPENNAGE CONTROL LINKAGE CONTROL VALVE
19. NOSE LANDING GEAR 35. RUDDER PEDALS
Figure 2-11. Inspection Plater and Access Covers (Sheet 1 of 2)
2-15
690
Servicing
TOP VIEW HORIZONTAL STABILIZER BOTTOM VIEW HORIZONTAL STABILIZER
37 37
36
iy
36
42 43 45 44 44 45 4342 46
441 \44
3~8 39 1 I II 3P 3~8
-´•Bk~ 1 45 I""I
3’9 5’5 41
I I 40 I 1 41 55 39
TOP VIEW WING
5? 53 50 38 1 se 50 53 5?
4911 149
51 I I_U LL 1 I 51
48 ill I I 5P 49
47 48’ 1 1 48 47
I ~I IQ I
I I I I
I II II I I I 1 143 1 QQ Q
38 1 I I 1 38
55
BOTTOM VIEW WING

kV j4 51
c´•V´•~"
36. DYNAMIC BALANCE WEIGHT 46. HYDRAULIC RESERVOIR
37. ELEVATOR TRIM TAB ACTUATOR 47. AILERON SHEAVE
38. WING INSPECTION PANELS 48. AILERON CABLES
39. FUEL FILLER CAP 49. FLAP CLOSEOUT SKIN
40. FUEL QUANTITYTRANSMITTER 50. FLAPSHEAVE
41. FLREWALL CONNECTIONS 51. FUEL CELL DRAIN
42. ENGINE PIPING AND CONTROL CABLES 52. LANDING GEAR TRUSS ATTACH POINT
43. ENGINE PIPING TO WING TUNNEL 53. MAIN LANDING GEAR
44. WINGTUNNEL 54. FUEL VENT LINE
45. FUELCELL 55. FUEL QUANTITY TRANSNI~TER
5~
Figure 2-11. Inspection Plates and Access Covers (Sheet 2 of 2)
2-16
690
Servicing
Web Cutouts for Frames and Longerons Windows and Windshield
Coast Pro-Seal 567 (void filler) is used to seal long All windows and the windshield are sealed with a gas-
gaps not greater than 0. 25 inches in width and holes ket between the glass and outer skin. The gasket is
no greater than 0. 38 inches in diameter. Apply filler 1/16-inch thick Rubatex closed cell neoprene sheet.
with a spatula and lap the edges of the void by at least The windows are installed using a retainer and screws.
0. 15 inches to obtain the required strength. Should The screws pass through the outer skin, through the
the void be too large, use sheet metal clips of 0. 020 glass, and into nutplates on the retainers. Torque
aluminum to reduce the size of the void, these screws to a maximum of 15 inch-pounds (do not
exceed this torque value under any circumstances).
Electrical Wiring Should a leak occur in a window, the glass should be
removed and the gasket replaced.
All electrical wiring running aft passes through the
aft pressure bulkhead. The majority of the wiring Pressurized Air Ducts
runs through hermetically sealed bulkhead type elec-
trical connectors installed in the connectorpanel, lo- The pressurized air ducts e~dend from the plenum
cated in the right lower corner of the aft pressure chamber of the heater, under the floor along each side
bulkhead, fuselage station 178.81. The electrical of the cabin, to the outlet ducts. The ducts, which
connectors are sealed by a gasket under the mounting carry both hot and cold air, are installed with Press-
flange. Coaxial cables and engine thermocouple leads tite 193.1 sealant between the duct flange and the floor
run through 0.25-inch phenolic sheet which is used as skin. The outlet boxes immediately above the floor
a seal. The wires are also sealed with Coast Pro- are also sealed with a sealant. Presstite 193. 1 seal-
Seal 706-B2 sealant. The connector and connector ant is heat-resistant and no substitutes shall be used.
panelat fuselage station 178. 81 are accessible through
the cabin upholstery. The aft side of the connector Jee Pump Sealing
and wiring can be inspected from within the aft bagg-
age compartment. Jet pumps extending aft from the plenunl to the pri-
mary compressor are installed in the plenunl ~th
Aluminum Tubing grommets. The jet pumps and grommets are sealed
with General Electric RTV-102 sealant to prevent
All tubing running through a pressure barrier utilize contaminated air from entering the air conditioning
bulkhead fittings. When the hexagon shoulder of a system. If the sealant becomes damaged, or con-
fitting fits directly against the bulkhead, apply a fillet taminated air leakage is detected, the sealant may be
of Products Research Co. 1221 Class B-8 sealant removed. Cut away complete sealant and clean and
around the hexagon shoulder on the pressure side, resealarea. When removing sealant do not damage
When an AN960 washer is used between the fitting Su’face beneath it.
shoulder and the bulkhead, apply a uniform coat of
Products Research Co. 1221Class A-2 sealant on High Temp Air Duct Insulation
each side of the washer before installation. When

the fitting continuous bead of sealant Bleed air tubing extends from the engine through the
is tightened, a
must extrude around the edge of the fitting or washer. wing area into the fuselage and aft to the air condi-
Do not move the position of the bulkhead fitting after tioning and pressurization equipment. The tubing
sealing has hardened, as this will break the seal and carrying the bleed air becomes erctremely hot and
necessitate resealing. requires insulation. A standard Asbestos Mfg. and
Insulating Co., No. 55 Rock Wool Insulating Cement
Cabin Door is applied to a thickness of 0. 30 to 0. 50-inch by spa-
tula or molded by hand. After the insulation has dried,
The elrterior skin has been sealed at the factory and one coat of Dow Coming Corp., Silastic’’D"RTV
allother possible leakpaths such as joggles and shims sealant is applied by brush to prevent the absorption
have been sealed with Products Research Co. 1221 of liquids. The insulation may be repaired by apply-
Class B-8 sealant. The large rubber bulb seal around ing freshly mixed insulation and allowing it to cure
the door is installed to seal the door area when closed. the proper length of time. When removing insulation,
The bulb seal should be checked frequently and main- do not damage the surface beneath it.
tained in good condition, as a damaged door seal could
be the source of a major pressurization leak.
REPAIR OF SEALANTS.Shouldthe pressurization

Rudder Pedal Boots sealant become damaged during its work life, it may
be repaired by removing the damaged filler and apply-
Areas around the rudder pedals and control columns ing new sealant, or reworking the fillet with a form-
are sealed with leather boots. The boot is installed, ing tool. When the damaged filler has hardened, the
wrong side out on the arm to be sealed, by applying fillet should be repaired as follows: Remove all faulty
Coast Pro-Seal 706-B2 between the faying surfaces. sealant or remove sealant down to solid materials and
The boot is then turned down and attached to the floor reseal. If beyond repair, cut away complete fillet and
skin with retainer straps and screws. It is sealed at clean and reseal the area. When renloving sealant
the floor line with Coast Pro-Seal 706-B2. do not damage surface beneath fillet.
2-17
690
Servicing
CABIN DOOR SEAL that the windows receive careful handling and are in-
spected frequently. Scratches which occur in the
A cabin door seal, installed around the edge of the windshield or outer panes of the cabin windows must
door, inflates automatically when an engine(s) are be inspected carefully and if found to exceed 0. 010
running and the cabin door handle is in the closed inches in depth the affected window or windshield
position. 18 psi bleed air is tapped off of the engine must be replaced.
bleed air pressure indication line and reduced through
a regulator. This pressure regulator is located under WINDOW AND WINDSHIELD Il\ISPECTION. The win-
the cabin floor and regulates the bleed air from 18 dows and windshields should be inspected frequently.
psi to 10 psi mIudmum. An air valve in the door and Specialattention should be given to scratches or craz-
actuated by the door handle, directs regulated bleed ing of any kind which might occur in the outer
edges of
air to the seal for inflation or dump according to the the windows adjacent to the
fuselage skin. Scratches
handle position. The system should be operated, which exceed 0.010-inch in depth and arelocated any-
functionally checked and adjusted as required. where on the surface of an outer window panel or wind-
shield will necessitate the installation of a new as-
a. Check bleed air pressure gage with engine(s) sembly. One practical method of determining the
operating. The pressure gage, located in the right depth of surface scratches is to place a piece of
instrument panel, should have a normal operating O. 010-inch diameter wire in the scratch. If the sur-
pressure of 16.6 to 19.4 psi. face of the wire stands above the surface of the Ple~-
b. Check door seal for inflation. Lack of inflation glas, the window may be continued in service but
indicates bleed air leakage at door seal, air valve or should be watched very closely for evidence of crack-
line connections. Check these for if ing. Pilots as well as mechanics should be made
areas leaks,
leaks are not
evident, adjust pressure regulator. See aware of a condition of this nature since they will be
Pressure Regulator Adjustment procedures below. inspecting the aircraft prior to each flight. Any of
the following conditions will require the replacement
PRESSURE REGULATOR ADJUSTMENT. The pres- of a window.
sure regulator adjustment is made with the cabin
door closed and engine(s) running. i. Scratches which exceed 0.010-inch in
depth in outer panes.
a. Install
a pressure gage, with a range of 0 to 25 2. Cracks in outer window panes. A crack
psi, at any convenient location downstream of regula- is defined as a separation of window through its
tor and upstream of the door seal by use of a tee fit- entire thickness.
ting. 3. Crazing in inner or outer panes. A craze
is defined as a fissure in surface of Plelriglass
that does not penetrate the full thickness of the
1 CAUTION
~*uno.
I pane.
or length.
These fissures have no definite pattern
Do not pressurize cabin door seal with

door open. Some repairs can be made on acrylic windows. The
repairs are limited to minor scratches. If, after
b. Loosen adjusting screw nut on pressure regula- washing, the surface shows a number of minor
tor and adjust screw for a 10 psi maximum, scratches, it is possible to remove or reduce most
of them by hand polishing. A suitable polish is applied
to a small pad of soft, grit-free cloth. Several appli-
WOTE
c ations m ay be necess ary,but the majority of scratches
If unable to obtain 10 psi regulated can be reduced and clarity improved within arelatively
bleed air, recheck air valve, door seal short time. Rubbing too long or too hard at any one
and line connections for leaks, and re- spot is to be avoided, since frictional heat may build
pair or replace as necessary. up enough to soften the plastic.
WINDOW AND WINDSHIELD REMOVAL. To remove

AIR VALVE ADJUSTMENT. Adjust the air valve as a window assembly or windshield proceed as follows:
follow s
Window Removal
a. Remove door panel.
b. Place door handle to the fully closed position. a. Remove interior window molding and window
c. Loosen attaching air valve to door.
screws molding supports.
d. Place air valve in its fully actuated position b. Remove screws and lift window assembly free.
against the door actuatint arm and tighten screws. c. Remove and discard all rubber sealing strips.
Windshield Removal
WINDOWS AND WINDSHIELD
a. Remove screws and retainers from around
On pressurized aircraft it is of the utmost importance windshield and lift windshield panel free. Retain
2-18
690
MAINTENANCE MANUAL Scctiun II
Ser~icing
trim pattern for tion. Torque retainer to 20 inch-pouttds for

damaged windshield panel as a new screws
windshield panel. windshields and 15 inch-pounds on all other willdow
b. Remove and discard all rubber sealing strips assemblies.

from retainers and structure.
AIRFRAME CLEANING
WINDOW AND WINDSHIELD INSTALLATION. To
prepare the windshield for installation and to install By using the cleaning nlethods and sl,ecialAEro Com-
the window or windshield, proceed as follows: mander products outlined in this section the appear-
ance of the aircraft can be kept ill factory new condi-
Preparing Windshield For Installation tion.
a. Lay damaged windshield panel over new wind- INTERIOR CLEANING. The seats, rugs, upholstery
shield panel and scribe trim lines. Use care in pallels, and overheadpanels should be vacuum cleaned
matching contour, frequently to remove as much surface dust and dirt as
b. Using a band saw trim away outer excess on possible. Do not use water to clean fabric surfaces,
new panel, since it will spot the upholstery surface and will re-
c. Temporarily install new panel. Allow approx- move the flame-resistant chemical impregnated in
imately 0. 20-inch gap between top edge of panel and the cloth. Use premium quality commercial cleaners
canopy structure. Allow approximately 0. l0-inch especially compounded for cleaning leather and vinyl
gap between aft edge of panel and fuselage slant frame surfaces, fabrics and upholstery,
and between the two panels at the centerpost. Use
existing: screw holes in aircraft structure as a guide EXTERIOR CLEANING. Prior to cleaning the exter-
and drill No. 40 pilot holes through panel being very ior of the aircraft, cover the wheels, making certain
careful to center holes in panel over existing screw the brake discs are covered. Securely attach pitot
holes in aircraft structure, covers installplugs or mask off allother openings.
and
d. Remove panel and increase No. 40 holes to 3/8- Be particularly careful to mask off all static air
inch diameter holes. Use a slow-speed drill press sources before washing or waxing. Do not apply wax
or polish to the e~cterior surface of the aircraft for a
and specially ground drill for working Plexiglas.
a
Twist drills commonly used for soft metals can be period of 60 to 90 days after delivery, since waxes
used for plexiglas but are not preferred. The special and polishes seal the paint from the air and prevent
curing. This will give the paint a chance to cure by
plexiglas ground drills operate cooler, polish the
the natural process of oddation. If it is necessary
hole, and make´• cracldng less likely. A common drill
to clean the painted surface before the expiration of
may be ground with a tip included angle of 55-60 de-
In all cases ex- the 90-day curing period, use cold or lukewarm
grees and with 15-20 degrees rake.
(never hot) mild soap.
water and Never use deter-
treme care should be used when drilling panel to a
prevent cracking or chipping of the Plexiglas. When gents. Any rubbing of the painted surface should be
drilling Plexiglas lubricate drill with petrolatum and gentle and held to a minimum to avoid cracking the
allow the drill to do the cutting without being forced, paint film. The aircraft should be washed with mild
From the excess material trimmed from the glass soap and water; loose dirt should be flushed away
make a few practice holes to get the feelof the opera- first with clean water. Harsh or abrasive soaps or
tion. detergents, which couldcause corrosionor scratches,
e. Countersink the exterior side of all 3/8-inch should never be used. Soft cleaning cloths of a
A chamois should be used to prevent scratches when

holes to 0.44-inch in diameter. stop countersink
with a 3/8-inch pilot is recommended for this opera- cleaning and polishing.
tion. Remove sharp edges from both sides of the
drilled holes. Lower Wing and Flap Surface Paint
f. Using Pleldglas buffing compound, polish all
holes and edges of Ple~glas. Very little polishing The paint applied to the lower surface of each wing
will be required for holes if a specially ground drill and flap, between the engine nacelle and wing station
is used, since it polishes as it cuts. 142. 00, provides thermal insulation from engine es-
haust heat. Paint in this area must be frequently
Window and Windshield Installation cleaned and inspected for chips, cracks and general
deterioration. Chips and cracks should be retouched
Gasket strips are installed on the cabin windows by using a high quality aircraft epox~ paint. When gen-
using EC 1403 rubber cement or equivalent. Gasket eral deterioration of the paint is evident the entire
strips are not used on replacement windshields. When surface of the wing and flaps between the nacelle and
replacing windshield apply Mil-S-8802 or Mil-S-7502 wing station 142. 00,
must be repainted. Clean the
sealant to faying surfaces in lieu of the gasket strips. surface with PD-680 and wash with soap and water.
Polish windshield retaining strap with wax to prevent Apply one coat of Alumnigrip paint, and allow suffici-
straps from stic~ng to sealant. ent drying time.
a. Position window assembly or windshield and in- Landing Gear and Wheel Wells
stallgrommets, retainers, gang channels, and screws
as required. Use a cleaning compound containing an enlulsifying

b. Install interior window molding supports, and agent to remove oil, grease and surface dirt Ironl tile
window molding for the door and side window installa- landing gear and wheel well. These compounds, when
2-19
690
Servicing
mixed with petroleum solvents, emulsify the oil, to be repaired or when access to other areas of the
grease and The emulsion is then removed by
dirt. cabin is required.
rinsing with water or by spraying with a petroleum
solvent. After cleaning, lubricate landing gear (see COUCH REMOVAL. Remove end caps from inboard
I,ubrication Chart, Figure 2-12). Be sure to cover couch tracks. Remove the two pins at upper end of
openings and air scoops before cleaning. If a water couch back support arms. Lift couch position lever
rinse is used in cold weather, blow all water from and slide couch forward to end of tracks until forward
wheel well with an air hose. Water allowed to stand couch legs have cleared the tracks. Remove two
may freeze and prevent operation of mechanically ac- screws and sheet metal brackets from aft couch legs.
tuated parts. Emulsion type cleaner solutions usually Move couch approximately one inch and lift clear of
contain solvents which are injurious to rubber if al- tracks. To install the couch, reverse the procedure
lowed to remain in contact for any length of time. If and check operation of position lever.
these solvents come in contact with tires as a result
of other cleaning operations, the solvent should be SEAT REMOVAL. Pull the lower seat shroud away
removed immediately with a thorough water rinse. from the seat legs enough to expose the two screws
To clean the tires, rinse with water and scrub with a and sheet metal brackets. Remove the screws and
brush. The tires may be brightened after washing brackets, move seat approximately one inch and lift
by rubbing with glycerine or applying a brush coat of seat from seat tracks. To install the seats, reverse
Thiokol tire paint. After cleaning landing gears, re- the procedure.
move allforeign material from the exposed piston of
the landing gear shock strut with a cloth moistened

with hydraulic fluid.
LUBRICATION
Windows and Windshield
Clean the windows and windshield by washing with Lubrication requirements for the aircraft are shown
plenty of non-abrasive soap or detergent and water onthe lubrication chart (Figure 2-12). Before adding
using the bare hand to feel and dislodge any caked grease to Zerk fittings, wipe off all dirt. Lubricate
dirt or mud. A soft, grit-free cloth, or sponge or until new grease appears around parts being lubrica-
chamois may be used but only as a means of carrying ted and wipe off excess grease. Lubricate all hinges
water to the plastic. Dry with a clean damp chamois. with squirt can or brush, then wipe off excessive oil
Hard, rough cloths will scratch the ple~glass and to prevent accumulation of dirt and grit.
should not be used. Remove oil or grease with kero-
sene or aliphatic naphtha.
SCHEDULED INSPECTION AND MAINTE-

cAunoN I NANCE REQUIREMENTS
Do not use the following materials; All inspection guides(Periodic, Phase and
program
benzene, methyl ethyl ketone, zylene, Calendar) aredescribed in Section XTII. All pages in
acetone, carbon tetrachloride,fire ex- Section II after page 2-26 are deleted as of Change 4.
tinguisher or lacquer thinner, or win-
dow cleaning sprays because they will
soften the plastic and/or cause crazing.
After cleaning, the plexiglass windows and windshield

should be waxed with a good grade of commercial wax.
Waxes will improve the appearance of the surface by
filling in minor scratches and will help prevent fur-
ther scratching. The wax should be applied in a thin
even coat and brought to a high polish by rubbing
lightly with a dry, soft cloth such as cotton flannel,
outing flannel, or flannelette. Avoid excessive rubbing
with a dry cloth. This is not only likely to cause
scratches but also builds up an electrostatic charge
which attracts dust particles to the acrylic surface.
Blotting with a clean, damp chamois or cloth will
remove this charge as well as the dust.
COUCH AND SEATS
The couch and seats are easily removed and installed.

They should be removed whenever the upholstery is
2-20 Change4
690
MAINTENANC~ MANUAL Section II
Servicing
WOTE
LUBRICATION PERIOD IS SPECIFIED
ON EACH DETAIL.
J L
A i
C
IjtTjj f~
B I I -t--- O
\G H K
M
APPLICATION
SPECIFICATIONS AND TYPE OF LUBRICATION
SYMBOL
HAND PACK MIL- G- 81322A AIRCRAFT GREASE OR EQUIVALENT.
ZERK GUN MIL- G-81322A AIRCRAFT GREASE OR EQUIVALENT.
(HF)
CLOTH WIPE MIL-H-5606 HYDRAULIC FLUID.
DISPENSER DOOR EASE (STICK FORM).
DISPENSER FLAKE GRAPHITE
Ij(
OIL CAN GENERAL PURPOSE SAE 10W OIL.
APPROVED OILS: Refrigeration Unit (boot strap)

’111 SLOWLY TO OVERFLOW WITH OIL PER
LLIFRO
MIL-L-23699 WHICH IS PREFERRED
OIL CAN MIL-L-7808 IF OPERATING IN EXTREMELY
COLD CLIMATES COMMERCIAL EQUIVALENTS CAUTION
ARE: ACCEPTABLE.
DO NOT MIX BRANDS

OR TYPES OF OILS.
Figure 2-12. Lubrication Chart (Sheetl of 5)
Change 1 2-21
690
Servicing
A NOSE LANDING GEAR AND B NOSE GEAR DOORS

UPPER DRAG BRACE
ij,
d i
4
iXr‘
(8 PLS)
(HF) ’k~
j~\\ (HF) DnILY ti-
100 HOURS
j/
100HOURS
-Y~ zoo HovnS OR

100 HOURS
WHENWHEEL
IS REMOVED
26 3 1 26 5
C CONTROL COLUMN ELEVATOR TORQUE TUBES
[Y
-1
JIDOAoU~S
500 HOURS
SOOHOURS
276
Figure 2-12. Lubrication Chart (Sheet 2 of 5)
2-22
690
MAINfENANCE ~AANUAL Section II
Servicing
D GEAR-FLAP CONTROL E RUDDER BRAKE PEDALS
g iC (14 PLS)
j I
j
i)ji-i~lji jz:J
~i:
i
/:i ii 1-;’ .44

;´•il.~J
_i_l i I,
I~ Ij: i i r;\I
ii
4ri
~100 HOURS
(1IAS REQUIRED 22 1~
F SEAT MECHANISM
G CABIN DOOR
(6 PLS) j
i
[I:
[II
(4 PLS)
WO~I
I LUBRICATE DOOR SEAL

WITH SILICONE BASE
LUBRICANT (AS REQD)
g 100 HOURS
AS REQUIRED
Ic 500 HOURS
AS REQUIRED ~500 HOURS
22 29 1 ´•Z 2~0A
Figure 2-12. Lubricotion Ch~rt (Shee~ 3 oI 5)
Change 3 2-23
690
Section LI MAINTENANCE MANUAL
Servicing
H BAGGAGE COMPARTMENT DOOR I I ENGINE SECTION (CONTROLS)
~Y;
AS REQUIRED
WOTI
AS REQUIRED
LUBRICATE ALL
i~ as RE$UIRED CONNECTIONS IN
ENGINE SECTION
g
AS REQUIRED
AS INDICATED
22 7 1 22 39
J MAIN LANDING GEAR K MAIN LANDING GEAR DOOR
(H Fl
(HF) DAILY
200 HOURS OR
g WHEN WHEEL
IS REMOVED
~00 HO~RS
(i 100HOURS
R227
116 25
2-24
690
MAINTC~NANCE MANUAL Section II
Servicing
L GEAR UPLOCK M REFRIGERATION UNIT
\~k´•
P;--’"
Bi
1 Ij
i ~I i P h-
B i
:r i; jl j-
::r:
I
IJ!
(rii
100 HOURS
fdl 25 HOURS
~i17
266
O RUDDER AND ELEVATOR TRIM

N CLAMSHELL DOORS
TAB MECHANISM
[II
[II
1J e
If~II
[r
i~ 200 HOURS
200 HOURS
100 HOURS
21~
26 29
Figure 2-12. Lubricotion Char~ (5heet 5 of 5)
Change 4 2-25
MAINTENANCE MANUAL
interim change notice Gulfstream
Aerospace
Date: 11 January 1985
INTERIM CHANGE NOTICE: Model 690.
NOTE
This notice contains an interim change to the Maintenance

Manual and should be filed in the appropriate Section of the
manual, pending receipt of Cormel revision pages. It is
suggested that a reference to the interim change be made
adjacent to the appropriate part of the manual as a means
of alerting the reader to the addition or change to the
maintenance instructions.
SUBJECT: LUBRICATION OF LANDING GEAR CONTROL ASSEMBLY.
INSTRUCTIONS: Make the following changes to the Maintenance Manual as indicated:
A. Section II Add the following illustration as Figure 2-12. Lubrication Chart (Sheet 6 of6).
SEE PAGE 2 OF 3.
Page lofl
P LANDING GEAR CONTROL ASSEMBLY
oooioooo
O~iOO 00O TJ O O
i i" O
I -u
o o
o o
o o
MOTE Using freon degreaser remove old grease
~yl EVERY1ZMONTnS
and dirt fmm around leaf
MIL-G-81322 or
sprt~.
equivalent 0. 25
Apply
inch above
and below pin.
Figure 2-12. Lubriccition thort (Sheet 6 of 6)
Pageaof9
MAINTENANCE MANUAL
intevim change notice Gulfstream
Aerospace
INTERIM CHANGE NOTICE: Model 690 15 Janualry 1987
WO’IE
This interim change notice supersedes the interim

change notice, same subject, dated August 11, 1986.
This notice contains an interim change to the Mainte-

nance Manual and should be filed in front of the manual
pending receipt of formal revision pages. It is sugges-

ted that a reference to the interim change be made
adjacent to the appropriate part of the manual as a
means of alerting the reader to the addition or change
to the maintenance instructions.
SUBJECT: LUBRICATION ENGINE MOUNTS AND TORQUE VALUES, DRAG BRACE PRELOAD
CHART,
ADJUSTMENT, NOSE LANDING GEAR COLLAR ASSEMBLY ADJUSTMENT, WING FLAP
CONTROL SYSTEM RIGG~G AND MAINTENANCE LIMITS SCHEDULE.
INSTRUCTIONS: Make changes to the Airplane Maintenance Manual as follows:
Add illustration to Figure 2-12 Lubrication Chart (Sheet 7 of 7) as shown on page 3 of this Interim
Change Notice.
PagelolG
lNTERlM CHANGE NOTICE: Model 690
MG112 AND MG1LOA TRIM ACTUATORS
Lubricate according to following procedures:
i. Remove lour screws from plate. 4. On MG112A actuator, lubricate felt

Pull plate away from actuator (see washer by first removing cable drum.
illustration below). Saturate felt washer with F-50 lubri-
cant. Apply lubricant to roller bear-
2. Apply General Electric Co. Versilube ing behind washer. Install felt washer.
F-50 lubricant to bearings that are Install cable drum. Refer to Honeywell
visible. Be careful not to get lubri- Maintenance Manual 95-457113 to remove
cant on any other part of actuator. and reinstall cable drum.
3. Install plate and tighten four screws.
PLATE
MOUNTING
SCREW (4)
PLATE CABLEDRUM
SCREW
LOCKING
CUP
LUBRICATE
LUBRICATE nu FELT WASHER
BEARINGS ~Y (MG11SAONLY)
MG112 TRIM ACTUATOR
MG11JA AND MG113E SERVO ACTUATORS
LUBRICATE
OUTPUT SHAFTS 12)
MG113 SERVO ACTUATOR
Lubricate both output

shafts with machine
oil(see illustration
above) 300 TO 500 KOURS
1
PageSofG
690
Section II MAINTENANCE MANUAI
Servicing
GENERAL TUBE IL HOSE FITTINGS
STANDARD O. D. OF ALUMINUM ALLOY TUBING STEEL TUBING IIOSE END FITTINGS

DASH NO’S TUBE (5052 or 2024) q ASSEMBLIES
MIN. MAX. MIN. MAX. MIN. MAX.
-2 1/8 10 16
-3 3/16 90 100 70 100
-4 1/4 40 65 135 150 80 120
-5 5/16 60 80 180 200 85 180
-6 3/8 75 125 270 300 100 250
-8 1/2 150 250 450 500 210 420
-10 5/8 200 350 650 700 300 480
-12 3/4 300 500 900 1000 500 850
-16 1 500 700 1200 1400 700 1150
-20 1-1/4 600 900
-24 1-1/2 600 900
NOTE: All torque figures are shown in inch-pounds
STRUCTURAL NUTS
TORQUE IN INCH-POUNDS
THREAD SIZE AN TYPE BOLTS Tension Type Nuts Shear Type Nuts
MS20365 AN 310 MS20364 AN 320
8-32 AN2 12-15 7 9
10-32 AN3 20-25 12 -15
1/4-28 AN4 50-70 30-40
5/16-24 AN5 10D- 140 60-85
3/8-24 AN6 160- 190 95 -110
7/16-20 AN7 450- 500 270 -300

1/2-20 AN8 480- 690 290 -410
AN9 800- 1000 480- 600
9/16-18
WOTI
It is recommended that Locktite AA-271 (or equivalent) be applied

to join nuts to prevent them from vibrating loose.
r~
CAUTION
Application of the locking compound shall be accomplished in

accordance with the manufacturers recommended procedures.
CA UT ION
Application of a locking compound does not alter inspection re-

quirements. All inspections shall be accomplished at the required
intervals.
Figure 2-13. Torque Valves

2-26 Chanee
SECTION
HYDRAULICS
690
h´•1AINTENANCE MANUAL Section III
Nydrsu~lcs
SECTION III
HYDRAULICS
TABLE OF CONTEE~XS
Page
GENERAL DESCRIPTION 3- 1.
GENERAL MAINTENANCE PRACTICES 3- 7.
Functional Test Procedures 3- 7.
HYDRAULIC SYSTEM COMPONENTS 3- 8.
HydraulicReservoir 3- B
ShutoffValves 3- 8
Engine-Driven Hydraulic Pump 3- 9.
Accumulator-Regulator 3-10,
Hydraulic Pressure Gage 3-12.
Landing Gear-Wing Flap Control Valve 3-L2.
Main Landing Gear Actuating Cylinders 3-16.
Main Landing Gear Uplock Cylinder 3-18.
Nose Landing Gear Actuating Cylinder 3-20.
Wing Flap Actuating Cylinder 3-20
Parking Brake Valve 3-21.
Power Drake Valves J-Z2
Nose Wheel Steering Bypass Valve 3-2;
Nose WheelSteeringCylincier 3-24
Main Landing Gear WheelWell ~3ors
Control Valve 3;25
Main Landing Gear Wheel Well Door
Priority Valves 3-26
Main Landing Gear Wheel Well Door
Metering Valves 3-27
Main Landrnl: Gear Door Actuating Cylinc\ers 3-27
3-29
AUXILIARY HYYRAULICC SYSTEM
Auxiliary nydrnulic Systcin Pump...~..´•.´• 3-29
Auxiliary Hyrlraulic System Operational
Check 3-29
GENERAL DESCRIP’TION
by thermal expansion. Hydraulic cylinders actuate
the nose and main landing gear, main landing gear
The aircraft hydraulic system consists of a primary wheel well doors, main gear uplock mechanisms, and
system and an auxiliary system. The primary hydrau- wing flaps. The cylinders are controlled through a
lic system reservoir supplies MIL-H-5606 hydrau- (dual-functioning) landing gear-wing flap control valve,
lic fluid to an engine-driven hydraulic pump installed mechanically linked to the landing gear and wing flap
on each engine reduction gear case. During normal control levers(see Figure 3-2). A check valve incor-
operation, hydraulic fluid flows from the reservoir porated in the landing gear-wing flap controlvalve, re-
through electrically operated shutoff valves to the tains fluid in the uplock cylinder; of the main landing
engine-driven pumps. The shutoff valves, which are gear when it is retracted. In the event of pressure
located in the supply line to each hydraulic pump, are loss in the primary hydraulic system, hydraulic fluid
provided to shutoff’ fluid flow to an engine-driven pump retained in the uplockcylnders by a check valve con-
in the event of engine fire, and to facilitate maintenance tained in the landing gear-wing flap control valve, will
on thehydraulicsystem. The engine-driven hydraulic prevent the main gear from extending until the landing
pumps supply hydraulic pressure to the accumulator- gear control lever Is placed inthedown position. The
regulator. Hydraulic fluid is routed from the engine- nose landing gear is retained inthe up position by hy-
driven pumps through the accumulator- regulator,which draulic pressure frotn the primary system, if primary
absorbs system pressure pulsations and regulates the system pressure is lost the nose landing gear will fret~-
pressure from the pressure-regulator at 900 to 1075 fall to the extended position and be locked ’dov;n’ by
pst tolhe primary system, for normal operation of the action of the nose gear bungee spring. Nose wheel
landing gear, wheel welldoors, wing flaps, nose wheel steeringis accomplished through ahydraulicactuating
steering and brake system. A pressure relief valve, cylinder attached to the nose gear. A bypass valve
installed between the auxiliary hydraulic pump and the installed in the hydraulic steering system prevents the
power brake valves and the return line to the reser- nose wheel from being turtled when it is retracted.
volr, protects the system from overpressure caused The wheel brakes and nose wheel steering are con-
3-1
690
Section LU MAINTENANCE MANUAL
Hydraulics
II
io Is Is Il
13
nr1
~1
0,ia a
it
5
STA 5. 50
NOSE WHEEL STEERING CYLINDER

1. 13. MAIN LANDING GEAR UPL~OCK CYLINDER
NOSE GEAR ACTUATING CYLINDER
2. 14. WHEEL WELL DOORS ACTUATING CYLINDER
NOSE WHEEL STEERING BYPASS VALVE
3. 15. WHEEL WELL DOORS CONTROL VALVE
PARKING BRAKE VALVE
4. 16. SYSTEM PRESSURE RELIEF VALVE
LANDING GEAR-WING FLAP CONTROL VALVE
5, 17. ACCUMULATOR-REGULATOR
MAIN GEAR NITROGEN STORAGE BOTTLE
g. 18. AUXILIARY HYDRAULIC PRESSURE SWITCH
WING FLAP FLOW CONTROL VALVE
7. 19. AU~ILIARY HYDRAULIC PRESSURE PUMP
8. WING FLAP ACTUATING CYLINDER 20. HYDRAULIC RESERVIOR
9. ENGINE-DRIVEN HYDRAULIC PUMP 21. WHEEL WELL DOORS METERING VALVES
10. WHEEL WELL DOORS PRIORITY VALVE 22. LANDING GEAR HYDRAULIC-PNEUMATIC
11. LANDING GEAR ACTUATING CYLINDER ACTUATING CYLINDER
12. MAINGEAR NITROGEN STORAGE BOTTLE 23. WHEELBRAgE
FILLER VALVE 24. POWER BRAKE VALVES
Fiaure 3-1. Hydraulic Syttem Equipment Cdcotor
3;2
690
MAINTENANCE MANUAL S~´•c´•tilln iii
IIvtli´•:iul ics
AUXILIARY
HYDRAULIC PUMP
Ii YDRA v LIC
PRESSURE
RESE:IIVOLR
FUEL WYDR FUEL HYDR SWITCH
EMER S,’O EMER S/O ENGINE-DIIIVEN
HYD PUMP
aiiiii
ENGINE-DRIVEN NORMAL NORMAL
8
J IHYD PUMP
jij~
:i:l:i:i:i:i:i:i:I:1´•il l l ’li li:i:i: _: :i:i:
SHUTOFF ~SHUTOFF
VALVE VALVE
ACCUMULATOR-REGULATOR
PRESSURE
II, I) GAGE
FLAPS
UP
LANDING GEAR
UP
C1 .-L.V~
I I V~1 I 1 FLAP
CYLINDER
RELIEF
LANDING GEAR-WING WING FLAP
VALVE
FLAP CONTROL VALVE
FLAPS I~) 1~1 (1250 LBS)
DOWN
POWER
LANDING GEAR
BRAKE VALVES
DOWN ~j
WHEEL
WE LL
DOORS
ACTUATING
L’YLINDERSV/I Y~ I~-----cMETERING
VALVES
PARI(ING
PRIORITY
BRAKE
VALVE LEFT MAIN GEAR RIGHT MAIN GEAR
VALVE
UPLOCK CYLINDER UPLOCK CYLINDER
PRIORITY
t~ t
WHEEL DOORS
CONTROL VALVE
IVA~i TO RIGHT MAIN GEAR
BYPASS
TO WHEEL
BRAKES
WHEEL WELL DOORS VALVE
MAIN GEAR ACTUATING CYLINDERS
Y EMERGENCY AIR
ACTUATING
STORAGE CYLINDER
CYLINDERS
NOSE GEAR
FROM
ACTUATING CYLINDER IC\ NOSEGEAR STEERING
BRAKE VALVE T CYLINDER
-LEGEND-
FLOW CONTROL MECHANICAL ELECTRICAL

AIR PRESSUREPRIMARY
PRESSURE
SUPPLY RETURN I~t>l VALVE
I I, I CHECIC VALVE ACTUATION ACTUATION
2340
Figure 3-2. Hydraulic System Schematic (Sheet 1 of 2)
3-3/3-4
690
MAINTENANCE MANUAL Scctic,n In
I! vet r;lulicl
AL’XILIARY
I´•I’I’DRAULIC PUMP
IIYDIIAULIC
PRESSURE
NESERVOLR
FUEL K´• FUE L HYDR ISWITCH
EMER S EMER S 10
ENGINE-DRIVEN
ENGINE -DRIVEN NORhlAL

I) ::::I _
NORI1IIAL
HMD PUMP
;."^"L, HM PUMP
SHUTOFF ~SHUTOFF
VALVE VALVE
17,-~T’
ACCUMULATOR-REGULATOR
HYDRAULIC PRESSURE
I) GAGE
FLAPS
vp
LANDING GEAR
UP
I i "--------rr
~J, I r"LAP
LANDING GEAR-WING
FLAP CONTROL VALVE
J WING FLAP
RELIEF
VALVE
I v~ V/1 v~ IFLAPS 1~1 IVI (1250 LBS)
I,’ V/LL~ IDOWN
LANDING
GEAR\d
DOWN
POWER
BRAKE VALVES
WHEEL
i I
WELL
DOORS
ACTUATING
CYLINDERS t%l 1 ~--7 1 I I i I I I M METERING
VALVES
I I ~A I I F~ I I I I PARKING
C PRIORITY
VALVE
I
LEFT MAIN GEAR RIGHT MAIN GEAR
UPLOCK CYLINDER UPLOCK CYLINDER VALVE
PRM)RITY
´•C t
WHEEL DOORSVALVE TO WHEEL
CONTROL VALVE TO RIGHT MAIN GEAR I I BYPASS
BRAKES
ACTUATING CYLINDERS I I VALVE
Y EMERGEI~TCYAIR
WHEEL WELL DOORS ACTUATING
STORAGE CYLINDER
CYLINDERS
AIR PRESSURE GAGE I´•
NOSE GEAR
ACTUATING CYLINDER
FROM PARKING NOSE GEAR STEERING
-LEGEND- BRAKE VALVE \V/ CYLI~JDER
(~IFLOW CONTROL MECHANICAL ELECTRICAL

lls AIR PRESSURE I /PRIMARY
PRESSURE LINESEMERGENCY
PRESSURE
[iiiiiiiiifiiiliiiiiiiii] SUPP LY RETURN
ACTUATION ACTUATION
21 40 ~15
Figure 3-2. Hydraulic System Schematic (Sheet 2 of 2)
Change 4 3-5/3-6
690
MAINTENANCE MANUAL Section m
Hydraulics
trolled through power brake valves, which are linked i. When installing O-rings, make certain the 0-
to the rudder-brake pedals. Power brake valves are ring is evenly stretched around circumference of part
actuated pressure to the upper portion of
by applying and not twisted in retaining groove.
the rudder-brake pedals. An air storage bottle con- m. Never use force to assemble component parts.
taining compressed nitrogen is located in the baggi~e n. When
possible, pressure check hydraulic com-
compartment and connected to the main landing gear ponents for leakage prior to installation on aircraft.
hydraulic-pneumatic actuating cylinders by tubing and o. Lubricate pipe thread fittings with anti-seize
hoses (see Figure 3-2). Compressed nitrogen is uti- compound conforming to Federal Specification ~T-A-
lized to assist the hydraulic system in lowering the 580.
main gear during normal gear operation and provides p. Lubricate B-nuts with thread lubricant conform-
the pressure needed for emergency elctension of the ing to Specification JAN-A-669.
main gear in the event of a primary hydraulic system 9´• Release pressure from hydraulic lines prior to
failure. tightening a tube fitting.
r. When replacing fittings or lines, always start

tube nuts with fingers, and complete tightening with
wrench to correct torque value as specified in torque
GENERAL MAINTENANCE PRACTICES table, Section ZI.
s. Always bleed hydraulic lines when replacing
hydraulic brake and nose wheel steering components.
Cleanliness is an essential part of hydraulic system
t. Always perform an operational check alter re-
and component maintenance and repair. Small par- placing hydraulic system components.
tides of dirt or other foreign materials
especially
are
U’ Always perform landing gear operational check
when replacing landing gear hydraulic components.
damaging to internal seals and surfaces of hydraulic
V. Test air valves on hydraulic-pneumatic cylinder
component moving parts; therefore, every precaution
must be employed to prevent contamination of hydrau- nitrogen storage bottle and accumulator-reguiator
lic fluid, and hydraulic fluid filters installed in the using solution of soap and water.
aircraft system must be serviced at prescribed in- W’ Charge nitrogen storage bottle or accumulator-
tervals. Storage containers should be maintained in a regulator with nitrogen when maintenance results in
clean condition and thoroughly sealed. The following nitrogen pressure loss.
information is generally applicable for all hydraulic
system maintenance.
660’96
a. Hydraulic system pressure may be reduced to
zero when engines are not operating by applying the Use of moisture free compressed air
brakes or by actuating the wing flaps, is permissible for temporary servicing
b. Reduce hydraulic pressure and accumulator of accumulator-regulator and landing
nitrogen pressure to zero when performing mainte- gear nitrogen storage bottle.
nance of the accumulator-regulator.
c. Reduce main landing gear nitrogen storage x. Clean hydraulic actuating cylinder piston rods
bottle pressure to zero when
removing the main land- and landing gear struts with a clean cloth moistened
ing gear hydraulic-pneumatic actuating cylinders and in hydraulic fluid, at frequent intervals.
associated components or plumbing.
d. Cap or plug all openings in hydraulic lines and
component parts at time of disconnection, to prevent FUNCTIONAL TEST PROCEDURES
foreign materials from entering the hydraulic system,
e. Use correct safety wiring technique during re- When maintenance has beenperformed on the hydrau-
assembly and installation of components. lic system which necessitates an operational check
f. Clean hydraulic system component parts and of the landing gear,jack aircraft as outlined in Section
connections in cleaning fluid, Federal Specification U and perform landing gear operational check as out-
P. D. 680, and dry with moisture free air. lined in Section VI. Refer to Section II for instructions
g. Inspect component parts for cracks, nicks, pertaining to installation of an external hydraulic
burrs, scratches, scoring, and condition of threads power unit. Functional test procedures applicable to
on component parts and fittings. specific components of the hydraulic system are in-
h. Measure wear of component parts at time of corporated in the telrt of this section. General test
disassembly and replace all parts that do not conform procedures contained in the preceeding general main-
to wear tolerance specified in Figure 3-23. tenance practices must be accomplished after com-
i. Clean hydraulic cylinders and pistons; hone ponent repair.
internal surfaces, using light buffing compound or
crocus cloth; rub in lengthwise direction when re- a. Place master (battery) switch in BATTERY
moving scratches or nicks, position.
j. Replace allO-rings, seals, and wiper rings at b. Operate wing flap control valve lever until hy-
time of overhaul and installation of hydraulic compo- draulic pressure drops to 500 30) psi. The audli-
nents. ary hydraulic system pump should automatically cut-
k. Lubricate component parts and seals with clean in, build up hydraulic pressure to 575 30) psi and
hydraulic fluid, Mil-H-5606 prior to reassembly. then stop.
3-7
690
Section III MAINTENANCE MANUAL
Hydraulics
in Section 11. Hydraulicfluid flows through a replace-

able filter,
installed in the bottom of the reservoir,
COVER RETAMMG and then through the reservoir standpipe into each of
BOLT
the main supply outlets, and on to the engine-driven
VENT FILLER CAP
pumps (see Figure 3-3). In the event of a hydraulic
leak in the normal system, a reserve supply of fluid
contained below the reservoir standpipe flows out
MAIN
through the emergency outlet to supply fluid to the
SUPPLY
auxiliary hydraulic system pump. Hydraulic fluid is
PORT
returned to the reservoir through a tangential return
port, to decrease fluid foaming. The reservoir is
e vented overboard through a vent line installed inthe
reservoir cover. A drainplug is located inthe bottom
of the reservoir. A pressure relief valve is also lo-
RETURN
cated in the bottom of the hydraulic reservoir. This
relief valve opens when system pressure reaches 1200
%H: 50 psi and allows fluid to return to the reservoir.
MAIN SUPPLY Access to the reservoir filler cap is gained through
OUTLET
an access door, located in the upper left engine na-
celle surface.
REMOVAL AND INSTALLATION
a. Reduce hydraulic pressure to zero.

b. Remove drain plug and drain fluid from reser-
voir.
c. Disconnect return and vent lines and both supply
lines at hydraulic reservoir.
d. Remove bolts attaching hydraulic reservoir to
RELIEF mounting angles and remove hydraulic reservoir.
VALVE SHUTOFF
VALVE
Installation of a hydraulic reservoir is the reverse of
EMERGENCY
SUPPLY the removal procedure. After installation, service
EMERGENCY
PORT reservoir with hydraulic fluid and perform hydraulic
SUPPLY
OUTLET system functional check.
23 3 HYDRAULIC SYSTEM FILTER. The hydraulic system

located in the bottom of the hydraulic reservoir
filter,
Figure 3-3. Hydraulic Reservoir is held in place by spring-loaded plate (see Figure
a
3-3). To remove the

filter, reduce hydraulic system
pressure to zero, remove reservoir cover retaining
bolt and cover, and lift filter from reservoir. Filter
c. Start left engine to determine if left engine-
should be cleaned or replaced at intervals prescrib-
driven hydraulic pump is operating. Hydraulic pres-
ed in the aircraft inspection guide.
sure should read between 900 and 1075 psi.
d. Raise and lower wing flaps to assureproper

operation df hydraulic accumulator-regulator. Hy- HYDRAULIC RESERVOIR SERVICING. The hydraulic
draulic pressure should not
drop below 900
psi or reservoir filler cap and dipstick are accessible through
raise above 1075 psi. a hinged door located on the top left side of the left
e. Start right engine and perform operational nacelle. This hinged door is secured with Camloc
check of brakes and nose wheel steering system while fasteners. When servicing reservoir, wing flaps
taxiing. should always be in the up position to obtain a correct
f. Stop left engine and actuate wing flaps to re- level of fluid on dipstick. The dipstick, which is at-
lease accumulated pressure. Hydraulic pressure tached to the reservoir filler cap, is marked LO~
and FULL. At the FULL mark, the reservoir con-
from right engine pump should not drop below 900 psi
or raise above 1075 psi. tains 3. 2 U. S. quarts of fluid. The hydraulic system
should be primed after replacing a hydraulic pump
or performing hydraulic maintenance.
HYDRAULIC SYSTEM COMPONENTS

SHUTOFF VALVES
HYDRAULIC RESERVOIR The fluid supply line to each engine is con-

hydraulic
nected to shutoff valve attached to the bottom of the
a
The hydraulic reservoir, installed in the left engine hydraulic fluid reservoir as shown in Figure 3-3.
nacelle wheel well is serviced with 3.2 U. S. quarts of Each valve is gear-actuated by a reversible de electric
fluid and incorporates a fluid expansion space equal
motor, which automatically stops the valve gate when
to 1. 06 quarts. Servicing instructions are contained it is driven to the fully opened or closed position.
3-8
690
MAINTENANCE MANUAL Section IIl.
Hydraulics
gpm at anengine speed of approximately 96’’;7 engine

rpm. Thehydraulic pump is coupled to the engine
drive with a splined shaft, which incorporates a
shear section to prevent damage due to physical over-
load. In the event one pump becomes inoperative, a
single pump will safely operate the entire hydraulic
system. Check valves installed in the primary pres-
~5 sure lines between the pumps and the accunlulator-
PUMP PRESSURE II I regulator, prevent an operative pump from discharg-
ing fluid through the inoperative pump. The puml,
I Seal drain line, which extends overboard through the
lower engine nacelle, should be inspected frequently
for evidence of hydraulic fluid leakage, if there is
evidence of hydraulic fluid in the area around the
drain line the area should be wiped clean and the en-
gine should be given a short ground run. If seal leak-
age is noted after the engine run, the pump seal should
J be replaced. To replace the hydraulic pump seal,

remove the pump, disengage Lhe ring holding the drive
SEAL DRAIN in the pump, and withdraw the splined drive. This
SUPPLY willexpose the seal requiring replacement. Do Ilot
plug or cap the pump seal drain line. During nornlal
operation with both engines operating, it is not possi-
ble to detect a failed hydraulic pump. Check indivi-
dualpump operation at the beginning and end of each
2310
flight by observing pump pressure front the engine
initially started and by stopping this engine first at
the flight termination and observing pump pressure
Figure 3-4. Engine-Driven Hydraulic Pump
from the opposite engine.
Each shutoff valve is actuated by a pull-to-unlock

REMOVAL AND INSTALLATION. To the hy-
toggle switch labeled "EMERSHUTOFFHYD" and remove
protected by a non-indicating 5-amp push-to-reset draulic pump, proceed as follows:

circuit breaker in the trim tab controlpanel. Under
normal operating conditions, shutoff valve switches a. Close hydraulic shutoff valve for appropriate
remain locked inthe HYD position to prevent acciden- engine.
tal valve closing. The hydraulic shutoff valves and b. Bleed hydraulic system pressure to zero by
switch circuit make it possible to stop the flow of hy- lowering and raising the flaps.
appropriate engine in event of an
draulic fluid to the c. Place battery switch in OFF position.
emergency. If anemergency occurs, pull the switches d. Remove upper engine cowling.
outward and actuate to the OFF position to close the e. Disconnect and cap lines at pump. Catch fluid
valves. Hydraulic shutoff valves also facilitate main- draining from pump when lines are disconnected.
tenance of the hydraulic system by providing a means f. Remove pump retainer nuts andwashers secur-
of stopping hydraulic fluid flow at the reservoir. ing pump to engine.

g. Remove pump and gasket from hydraulic pump
REMOVAL AND INSTALLATION mounting pad on engine.
h. Cover hydraulic pump mounting pad with tem-
a. Reduce hydraulic pressure to zero. porary cover if new pump will not be immediately in-
b. Drain hydraulic fluid from reservoir, stalled.

c. Disconnect electrical connector from shutoff
To install the hydraulic pump, proceed as follows:
valve.
d. Disconnect outlet line from shutoff valve.
e. Remove bolts, nuts, andwashers attaching valve a. Remove temporary cover from mounting pad.
to hydraulic reservoir and remove shutoff valve. b. a new gasket and pump over mounting
Position
studs on engine.
To install the shutoff valve reverse the removal pro- c. Align pump drive splines with splines in drive
cedure and service the hydraulic fluid reservoir, pad and secure pump to engine. Torque nuts evenly
to 150 inch-pounds.
d. Connect andtighten hydraulic lines to pump.
ENGINE-DRIVEN HYDRAULIC PUMP e. Open hydraulic shutoff valve, and place switch
in lock position. Battery switch roust be in the OS
A geared, positive-displacement pump is installed on position to activate hydraulic shutoff valve circuit and
thetop center drive padof each engine reduction gear open valve.
case (see Figure 3-4). Each hydraulic pump provides
f. Check fluid level inhydraulic reservoir. Fill to
a system flow to the accumulator-regulator of 3. 0 FULL mark on dipstick as required with MIL-H- 5606
3-9
690
Hydraulics
hydraulic fluid.
g. Replace upper engine cowling and start appli- WARNING
cable engine and observe hydraulic pressure gage for
900-1075 psi.
h. Stop engine, open upper engine cowling, and
Reduce accumulator nitrogen pressure
inspect hydraulic pump mount flange and lines for
to zero and release all fluid from unit
evidence of leakage.
before disassembly is attempted.
i. Close upper engine cowling,
Poppet Valve
a. Loosen checknut and remove elbow (1) from

ACCUMULATOR-REOULATOR reducer bushing.
b. Remove reducer bushing from pressure port.
The hydraulic accumulator-regulator installed in the Remove poppet checknut (2), poppet guide (3),
left nacelle, consists of a hydraulic pressure adjust-
spring (4) and poppet (5).
ing valve, unloader valve, pressure relief valve, and
accumulator piston (see Figure 3-5). The hydraulic Unloader Valve
pressure adjusting valve controls the unloader valve,
which regulates hydraulic pressure received from the Remove cap (20), spring(l9), guide(l8), and
engine-driven hydraulic pumps. The unloader valve ba11(17).
is adjusted to maintain hydraulic system pressure be- b. Remove snap ring, using snap ring pliers.
tween 900 psi (minimum) and 1050 (+25, -0) psi. Withdraw seat (16) carefully, using a small hook.
When system pressure exceeds 1075 psi theunloader d. Remove plunger (15), using pliers with padded
allows pump pressure to bypass the system and re-
jaws.
turn to the reservoir. When system pressure is de-
creased to 900 psi, the unloader valve permits pump Pressure Relief Valve
pressure to be applied to the system. The hydraulic
pressure relief valve is adjusted to return fluid to the a. Remove adjusting cap (II), spring (10), spring
hydraulic reservoir when system pressure exceeds and poppet (8).
guide (9),
1200 50 psi. This protects hydraulic system in
the b. Insert wooden dowel through housing hole and
the event of unloader valve malfunction. The piston
push out poppet seat (8). Poppet and seat are a
type accumulator, which is charged to 600 psi with matched pair, and must be replaced as an assembly.
nitrogen gas, provides an air cushion for the hydraulic
system which absorbs the pulsating pressure resulting Pressure Adjusting Valve
from regulator modulation and operation of hydraulic
System components. Malfunctions in the pressure Remove adjusting cap (14).
regulating functions of the accumulator-regulator are b. Remove spring (13) and plunger (12).
usually caused by faulty poppet valve operation and
may be indicative of hydraulic fluid contamination or Accumulator
failure to clean the hydraulic filter at required inter-
vals. a. Remove air valve (23).
b. Loosen locknut (26), using spanner wrench.
c. Loosen and remove cylinder body (25), using
REMOVAL strap wrench.
d. Insert wooden dowel through air valve body hole
a. Reduce hydraulic pressure to zero. and push out accumulator piston (21).
b. Close hydraulic shutoff valves.
c. Detach and drain hydraulic lines to accumulator- REASSEMBLY AND ADJUSTMENT. Reassembly of
regulator, the accumulator-regulator is the reverse of disas-
d. Re move attaching bolts and remove accumulator- sembly procedure. When replacing adjusting cap (14)
regulator from aircraft. be sure O-ring is properly seated in groove of regu-
lator housing. An auxiliary hydraulic power source,
with controllable fluid flow and pressure must be used
DISASSEMBLY. Disassembly of the accumulator- to adjust accumulator-regulator.
regulator consists of removing the system supply
poppet valve, hydraulic pressure adjusting valve, a. Connect nitrogen charging unit to accumulator-
hydraulic pressure relief valve, unloader valve, and regulator air valve (23) and charge accumulator to
accumulator assemblies (see Figure 3-5). Compo- 600 psi.
nent parts of the above assemblies may be removed b, Connect auxiliary hydraulic source to accumu-
and cleaned, or new parts installed as necessary. later-regulator pressure inlet port (6).
Should a malfunction occur that is not remedied by c. Rotate hydraulic pressure adjusting valve cap
cleaning and replacement of damaged parts in the (14) until valve is bottomed. Apply hydraulic pres-
aforementioned assemblies, the complete accumula- sure to inlet port.
tor-regulator should be replaced. d. Adjust hydraulic pressure relief valve(ll) until
3-10
690
MAINTENANCE MANUAL Section III
Hydraulics
89
5’
11
8
1
t ii
r$7w~-’
14
1
12
13
17
18
14~2
1. SYSTEM PRESSURE OUTLET
2. POPPET CHECKNUT
3. POPPET GUIDE
4. POPPET SPRING
5. POPPET
6. PUMP PRESSURE INLET
7. RETURN
8. PRESSURE RELIEF POPPET SEAT ASSY
9. PRESSURE RELIEF SPRING GUIDE
10. PRESSURE RELIEF SPR~G
24. 1 It I 11. PRESSURE RELIEF ADJUSTING CAP
12. PRESSURE ADJUSTING VALVE PLUNGER
13. PRESSURE ADJUSTING VALVE SPRING
14. PRESSURE ADJUSTING VALVE CAP
15. UNLOADER PLUNGER
16. UNLOADER SEAT
17. UNLOADER BALL
18. UNLOADER GUIDE
~K 1 19. UNLOADER SPRING
20. UNLOADER CAP
21. ACCUMULATOR PISTON
22, ACCUMULATOR CHECKNUT
23. ACCUMULATOR AZR VALVE
24. ACCUMULATOR PISTON GUIDE RINGS
25. ACCUMULATOR CYLZNDER BODY
26. ACCUMULATOR LOCK NUT
Figure 3-5. Accumulator-Regulator

3-11
690
Hydraulics
HYDRAULIC PRESSURE GAGE
A 2000 psi hydraulic pressure gage, installed in the

lower section of the center instrument panel, indicates
hydraulic pressure for the primary and auxiliary hy-
O O
draulic systems (see Figure 3-6). Normal operating
pressure is 900 to 1075 psi. A red radial line at 1250
psi indicates maximum allowable system pressure.
Variations of pressure will cause a gage fluctuation
when brakes, flaps, or landing gear are operated.
The pressure gage may be removed after the hydraulic
system pressure is bled to zero.
0~0
LANDING GEAR-WING FLAP CONTROL VALVE
900 1075 PSI NORMAL The landing gear-wing flap controlvalve, is installed
1250 PSI MAXlMUM directly below the engine control quadrant pedestal.
28 3 Hydraulic fluid is directed into the valve body through
a single port. It is then routed to individual valves,
Figure 3-6. Hydraulic Pressure Gage which direct fluid to the landing gear cylinders or the
wing flap cylinder, according to the position of the
wing flap and landing gear control levers (see Figure
a few drops of hydraulic fluid appear at return port 3-7). The landing gear control lever is mechanically
connected tothe landing gear control side of the valve
(7). This must not occur below 1150 psi.
e. Slowly reduce inlet pressure until pressure re-
unit. Placing the landing gear control lever in the
lief valve (11) reseats. This must not occur below gear UP position, positions the valve to direct pres-
sure to the up port on each gear actuating cylinder
1100 psi.
a"d’eleases pressure on the return ports. NIoving
f. Adjust hydraulic pressure adjusting valve cap
the control lever to the DN position reverses the se-
(14) until unloader valve loads (cuts in) at a pressure
quence. The wing flap control lever is mechanically
of 900 psi and unloads (cutout) at a pressure of 1050
(+25, -0) psi,
linked to the wing flap control side of the valve unit,
and operates on the principle as the landing
same
g. Tighten checknuts onhydraulicpressure adjust-
gear control valve. The wing flap control lever
ing valve cap and hydraulic relief valve cap, and se-
should remain in the UP position at alltimes, except
cure valve caps (11), (14), and (20) with safety wire.
when it is necessary to lower flaps. Neutral position
h. Test accumulator- regulator for internal leakage,
is used to obtain a flap angle setting between the full
by loading unit to 970 psi. Fluid leakage from the
up and down positions. In the event of pressure loss
open return port must not exceed 10 drops in the first
in the main hydraulic system, the auxiliary hydraulic
minute, and five drops inthe following three minutes.
i. pump willprovide pressure to operate the flaps (see
Charge accumulator and check air valve for
Figure 3-2). The wing flap-landing gear control
leakage by using a soap and water solution.
valve assembly incorporates two check valves within
the body of the unit. One of these valves, located in
INSTALZ~ATION. Installation of accumulator-regu- the uplock port of the controlvalve manifold, locks hy-
lator is the reverse of removal procedure. After
draulic system pressure in the uplock cylinders of
installation, recharge accumulator, fill hydraulic the main landing gear when the gear is retracted.
reservoir, and perform hydraulic system operational Fluid trapped in the main landing gear uplock lines
check.
and cylinders is not released until the landing gear
control lever is moved to the DN position; therefore,
the mainlanding gear will remain up and locked in
ACCUMULATOR-REGULATOR CHARGING
the event hydraulic pressure is lost. Fluid pressure
Reduce
leakage through the uplock check valve may cause
a. hydraulic system pressure to zero. the main landing gear to unlock and sag down during
b. Remove accumulator air valve cap and connect
flight. Correction of this condition will require re-
nitrogen charging unit. of the check
placement valve in the control valve
c. Loosen accumulator air valve checknut 2-1/2 manifold. However, the main landing gear hydraulic
turns and charge accumulator to 600 psi. lines should be checked for leaks prior to replacing
d. Operate wing flap control lever through one the uplock check valve.
cycle to relieve possible hydraulic pressure on ac-
cumulator piston.
e. Charge accumulator to 600 psi, and tighten air The second check valve, contained in the body of the
valve checknut. landing gear-wing flap controlvalve, isolates the aux-
f. Remove charging unit and replace accumulator iliary hydraulic system when the normal system is
air valve cap. inoperative. This assures operation of the brakes,
g. Inspect accumulator air valve for leaks. flaps, and nose wheelsteering even though the normal
3-12
690
MAINTENANCE MANUAL Section LII
Hydraulics
SYSTEM AUXILIARY
GEAR UP i,:: PRESSURE PRESSURE
RETURN
POSITIONLAP UP
POSITION
-C~
GEAR GEAR GEAR FLAP FLAP
UP UPLX~CK DOWN UP DOWN
SYSTEM
AUXILIARY
PRESSURE RETURN
PRESSURE
GEAR DOWN FLAP DOWN

POSITION
t~POSITION
GEAR GEAR GEAR FLAP FLAP
UP UPLOCK DOWN UP DOWN
SYSTEM PRESSURE
RETURN
MECHANICAL ACTUATION
2116
Figure 3-7. Lending Gear-Wing Flop Control Valve Schematic

3-13
690
Section ILT MAINTENANCE MANUAL
Hydraulics
fluidsupply is depleted or the normal system is in- g. Tag or place all component parts removed from
operative for other reasons. Fluid leakage between landing gear control valve in container to prevent
the engine-driven hydraulic pumps and the landing mixing with wing flap control valve component parts.
gear hydraulic system will not deplete the reserve
fluid contained in the bottom of the hydraulic reser- Wing Flap Valve
voir; however, a leak in the brake or flap systems
can deplete reserve fluid supply
both the normal and a. Remove screws (21) from end cap (20).
because the auxiliary hydraulic pump will pump re- b. Separate end cap (20) from valve body(31).
serve fluid out of the auxiliary system. When it is Use care when removing end cap to avoid loss of shear
evident that hydraulic system failure is caused by seals and springs from valve body. Shear seals are
fluid loss, the auxiliary hydraulic pump should be de- under spring tension.
activated by use of the auxiliary hydraulic pump cir- c. Drive roll pin (19) from actuating arm (32) and
cult breaker, until there is a definite need for hy- remove arm shaft(a).
from
draulic pressure, d. (20) from operating shaft (2)
Remove end cap
and remove bearing (4) andneedle bearingthrust race
REMOVAL (17) from end cap (20). Remove O-rings (3 and 5)
from end cap. Do not remove stop pins (1) unless
a. Reduce hydraulic system pressure to zero. damaged, as pins are press fitted.
b. Remove side cover plates from base of engine e. Remove needle thrust bearing (16) andvalve
control pedestal. disc (6) operating shaft (2).
from
c. Disconnect push-pull control rods from landing f. Insert small pointed tool with hooked end and
gear and wing flap control valve actuating arms, remove shear seals (7) and springs (9) from valve
d. Disconnect andcap hydraulicpressure gage line cavities. Remove O-rings from shear seals. There
at top of valve. Do not permit hydraulic fluid to drain are three shear seals and three springs.
into the lower fuselage. g. Remove snap ring (10) by inserting a narrow
e. Remove four capscrews e~tending through body pointed tool with hooked end into groove of top port of
of valve. valve body and force snap ring from retaining groove.
f. Remove six capscrews attaching valve to floor Remove spring retainer (11), spring (12), and poppet
plate and lift valve and seal plate from manifold. seat (13) from valve body.
g. Install temporary cover over valve manifold to h. Tag or place all component parts removed from
prevent foreign material from entering manifold. wing flap control valve in container to prevent mixing
with landing gear control valve component parts.
DISASSEMBLY. Complete disassembly of the landing
gear-wing flap control valve will be necessary if the INSPECTION AND REPAIR. Inspect and check all
valve has developed internal or external hydraulic components in accordance with procedures contained
leaks. Actuating arm, caps, and valve disc are not in General Maintenance Practices.
interchangeable between the landing gear and wing
flap control sides of the valve. Disassembly proce- a. Inspect splines in the inside diameter of valve
dure for the landing gear control side and wing flap discs (15 and 6) and on outside diameter of operating
control side of the control valve are almost identical, shafts (2). Splines should be well defined and free of
however, components of each valve must not be inter- burrs.
mixed (see Figure 3-8). b. Inspect: surfaces of valve discs (15 and 6) for
scratches or burrs that could cause leakage.
Landing Gear Valve c. Inspect spring (12)for load of 0. 02-0. a-pounds
pounds at working height of 0. 193-inches.
a. Remove screws (21) from end cap (20). d. When landing gear functional check indicates a
b. Separate end cap (20) from valve body(31). leak in the landing gear uplock poppet valve, manifold
Use care removing end cap to avoid loss of shear
when must also be removed and poppet valve replaced.
seals and springs from valve body. Shear seals are i. Remove nipple from manifold uplock port
under spring tension. (25).
c. Drive roll pin (19) from actuating arm (18) and 2. Insert narrow pointed tool with hooked
remove arm from shaft (2). end into groove of port and remove snap ring.
d. Remove end cap (20) from operating shaft and 3. Remove spring retainer, spring and
remove bearing (4) and needle bearing thrust race (17) poppet valve seat.
from end cap. Remove O-rings (3 and 5) from end
cap. Do not remove stop pins (1) fromend cap unless REASSEMBLY. Reassemble valves in the reverse of
damaged, as pins press fitted,
are disassembly, noting the following:
e. Remove needle thrust bearing (16) and valve
disc (15) from operating shaft (2). Landing Gear Valve
f. Insert small pointed tool with hooked end and
remove shear seals (7 and 22) and springs(9 and24) a. springs (9) in three large ports of valve
Insert
from valve cavities. Remove O-rings from shear body spring (24) in the two smaller ports. Center
and
seals. There are a total of five shear seals and five hole is for operating shaft (2), and oblong port~il3for
springs in the landing gear control side of valve, fluid return.
3-14
690
Hydraulics
WING FLAP
CONTROL ?1 3 ’I 5 6 8 9 1! LANDING GEAR
ARM I I I 15 16 1! CONTROL ARM
L((I I i II(( llil I

10 13
1,112
24 1 23
27 26
1. STOP PIN 17. BEARING RACE

2. OPERATING SHAFT 18. LANDING GEAR ARM COLLAR ASSY
3. O-RING 19. ROLL PIN
4. BEARING 20. END CAP
5. O-RING 21. SCREW
6. VALVE DISC 22. SMEAR SEAL
7. SMEAR SEAL 23. O-RING
8. O-RING 24. SPRING
9. SPRING 25. GEAR UPLOCK PORT
10. SNAP RING 20. SYSTEM PRESSURE PORT
11. SPRING RETAINER 27. RETURN PORT
12. SPRING 28. EMERGENCY PRESSURE PORT
13. POPPET SEAT 29. MANIFOLD
14. NAME PLATE 30. SEAL PLATE ASSY
15. VALVE DISC 31. VALVE BODY
16. NEEDLE THRUST BEARING 32. WING FLAP ARM COLLAR ASSY
23 IS
Figure 3-8. Landing Gear-Wing Flap Control Valve

3-15
690
Hydraulics
b. Install O-rings (8 and 23) on shear seals (7 and Correct any leaks revealed during the following checks.
22). Place shear seals in ports over springs. Coun-
tersunk end of shear seals must face outward to con- a. Jack aircraft asoutlined in Section II.
tact face of valve disc (15). b. Place landing gear control valve arm in DN
c. Install O-rings (3 and 5) on end cap (20). position, and apply 1000 psi pressure to hydraulic
d. Insert shaft (2) through valve disc (15), making system by means of external hydraulic power unit.
sure splines are aligned and shoulder on operating c. Check seal between manifold and landing gear-
shaft fits snugly in counterbore cut in valve disc. wing flap control valve body for leakage. Place land-
e. Install needle thrust bearing (16) on operating ing gear controlvalve arm in UP position and recheck
shaft against smooth face of valve dies and place for leakage.
bearing (4) in end cap. Place thrust bearing race (17) d. Place
landing gear and wing flap control valve
on end cap and insert shaft (2) through end cap. arms in DN
position. Check seal between manifold
f. Locate arm (18) between stop pins (1) on end unit and valve body for leakage. Place wing flap con-
cap at two o’clock position, with two 0. 25-inch di- trol arm in UP position and recheck for leakage.
ameter holes in outside diameter of valve disc (15) in e. Attach landing gear andwing flap control levers
line with end of arm (18), and attach arm to operating to respective valve actuating arm and check control
shaft with roll pin (19). rigging as follows:
g. Place end cap assembly (20) on landing gear i. Place wing flap control lever in UP posi-
side of control valve with stop pin (19) at one o’clock tion. Stop on arm and collar assembly of wing
position and arm (18) at two o’clock position. Install flap controlvalve should be contacting 12 o’clock
screws (21) and secure with safety wire. stop (see Figure 3-9).
2. Place wing flap control lever in DN posi-
Wing Flap Valve tion. Stop on arm and collar assembly of wing
flap controlvalve should be contacting 4 o’clock
a. poppet (13) in top hole of valve body,
Insert seat stop (see Figure 3-9).
with beveled end of seat poppet installed forward. 3. Place landing gear control lever in DN
b, Install springs (12), spring retainer (11), and position. Stop on arm and collar assembly of
snap ring (10) in top hole in valve body. Make certain landing gear control valve should be contacting
that snap ring is seated in top hole retaining groove. 1 o’clock stop.
c. Insert springs (9) in drilled holes in valve body. 4. Place landing gear control lever in UP
Center hole is for operating shaft and oblong port is position. Stop on arm and collar assembly of
for fluid return. landing gear control valve should be contacting
d. Install O-rings (8) on shear seals (7). Place 5 o’clock stop.
shear seals in ports over springs. Countersunk end f. The following steps should be followed to remedy
of shear seals must face outward to contact valve incorrect rigging noted in the preceeding steps. Re-
disc (6). fer to Figure 3-10 for location of actuating rods.
e. O-rings (3 and 5) on cap end (20).
Install 1. Adjust length of flap valve actuating rods
f. operating shaft(2) through valve disc (6),
Insert (3) and (4) to obtain correct travel of lower end
making sure splines are aligned and shoulder on ope- of actuating rod (4) connected to wing flap con-
rating shaft fits snugly in counterbore, cut in valve trol valve.

disc. 2. Adjust length of actuating rods (3) and (4)
g. Install needle thrust bearing (16) on operating to obtain proper travel of wing flap control arm
shaft against smooth face of valve disc, andplace on flap control valve. Recheck for proper
bearing (4) in end cap. Place thrust bearing race (17) rigging with wing flap control lever in DN posi-
on end cap and insert shaft (2) through end cap. tion, as previously outlined. Then place land-
h. Locate arm (32) between stop pins (1) at two ing gear control lever in DN position.
o’clock position, with two 0. 25-inch diameter holes 3. Adjust length of landing gear valve actu-
in outside diameter of valve dise (6) in line with end ating rods (1) and (2) so that landing gear con-
of arm (32), and attach arm to operating shaft with trolvalve lever strikes stop on valve end cap
roll pin (19). with landing gear control lever in DN position.
i. Place endcap assembly(20) on flap side of con- Recheck for proper rigging with landing gear
trol valve with stop pin (1) at twelve o’clock position, control lever in UP position, as previously out-
and arm (32) at one o’clock position. Install screws lined.
(21) and secure with safety wire. g. Install lower aft control pedestal cover, wing
flap valve access plate and wing flap control lever
INSTALLATION AND RIGGWG. Installation proce- knob.
dure for the landing gear-wing flap control valve is h. Install upholstery around control pedestal and
the reverse of the removalprocedure. Steps b. through remove jacks from aircraft.
e. of the following procedures are for performing a
pressure leak test of the installed valve. These

steps should be accomplished by manually locating MAIN LANDING GEAR ACTUATING CYLINDERS
the valve control arms to the positions noted, prior
to rigging the landing gear andwing flap control valves One hydraulic and one hydraulic-pneumatic actuating
to the landing gear and wing flap control levers, cylinder is installed between the outer strut body and
3-16
690
MAINTENANCE MANUAL Section ILI
Hydraulics
FLAP CONTROL
Qh LEVER
12:00 0) 1:00
O’CLOCK mI LANDING GEAR I OlCLOcs
CONTROL LEVER
W(~)W 5:00
O’CLOCK O’CLOCK
I\C~sjq/l
WOTO
POSITIVE STOPS AT BOTH

ENDS OF TRAVEL
figure 3-9. Travel Limits-Landing Gear-Wing Flap Control Arms
aft end of the drag brace on landing gear

each main REMOVAL
(see Figure 3-11). The inboard
cylinder on each
main gear is actuated hydraulically. The outboard a. Jack aircraft as outlined in Section 11.
cylinder is a dual (hydraulic-pneumatic) actuating b´• Reduce hydraulic system pressure to zero.
cylinder. The gear ’up’ port is connected to the land- c´• Reduce nitrogen storage bottle pressure to zero.
ing gear hydraulic line and the gear ’down’ port is
connected to a nitrogenline from the nitrogen storage
bottle, located in the baggage compartment. The
pneumatic side of each outboard cylinder and the I W*l*l.(i)
WARNING
nitrogen storage bottle, form an air chamber which
is charged to 425-525 psi with the landing gear in the
down and locked position. Failure to accomplish step
During a gear actuating c. may re-
suit in personnel injury.

cycle, hydraulic fluid lines connected to the hydraulic
and dual (hydraulic-pneumatic) actuating cylinders
act as either pressure or return lines, depending on d´• Disconnect and cap hydraulic and nitrogen hoses
a"d fittings on actuating cylinder.
landing gear position selected. Placing the landing
gear controllever in UP position releases hydraulic
e´• PUSh drag brace overcenter, swing gear aft,
and remove actuating cylinder attach bolts.
pressure on the hydraulic cylinder gear ’down’ ports
and directs hydraulic pressure to the hydraulic and
DISASSEMBLY AND REPALR. Disassembly proce-
hydraulic-pneumatic cylinder gear ’up’ ports. This
retracts the main gear and compresses the nitrogen dures apply to both main gear hydraulic and hydraulic-
in the hydraulic-pneumatic cylinder into the nitrogen pneumatic actuating cylinders.

lines and storage bottle. Placing the landing gear
control lever in the DN position releases hydraulic a´• Remove snap
ring and withdraw gland from body.
b´• RemoveO-rings and backup rings from gland.
pressure from the main landing gear uplock cylinders
and gear ’up’ side of the actuating cylinders and di- C´• Remove piston rod, detach piston, and remove
rects hydraulic pressure to the gear ’down’ ports of O-rings and backup ring from piston rod and piston.
the hydraulically actuated inboard cylinders. When
hydraulic pressure on the hydraulic-pneumatic cylin- WOtE
der gear ’up’ ports is released, compressed nitrogen
rushes from the nitrogen lines and storage bottle into Remove bushing from aft end of cyl-
inder when replacement is necessary.
the hydraulic-pneumatic cylinder gear ’down’ ports,
extending the cylinder piston and aiding the hydraulic
d´• Replace all components that do not meet toier-
cylinders in extendingand locking the main gear in the
is a"ces contained in Figure 3-23. When measuring
DN position. The nitrogen system an integral part
of the main gear normal elrtension system, but also backup guide ring on hydraulic-pneumatic actuating
serves as an emergency system to extend and lock cylinder, be sure ring is snug against retaining groove
the main gear in the down position in the event of hy- (see Figure 3-11). Check rod end installed on piston
draulic system failure. rod for elongated bolt hole.
3-17
690
Section LII MAINTENANCE MANUAL
Hydraulics
I tr"vel as outlined under Drag Brace Preload Adjust-

WING FLAP
CONTROL LEVER ment, Section VI of this manual. Following installa-
tion of mainlanding gear emergency actuating cylinder,
the emergency air storage cylinder must be charged
as outlined in this Section. Perform landing gear
operational check prior to next flight.
~LANljn\TG GEAR MAIN LANDING GEAR EMERGENCY ALR STORAGE

CONTROL LEVER CYLINDER CHARGING. To charge the landing gear
emergency air storage cylinder, use only dry air or
i
nitrogen. Be certain that all hose and line fittings are
8. 75"
tight, and that aircraft main gears are completely ex-
8.iO’’ tended and locked before proceeding.
a. Remove valve cap from emergency air filler

valve located in the left nacelle wheel well.
b. Attach air line to emergency air filler valve.
c. Loosen emergency air filler´• valve 2-1/2 turns.
d. Charge emergency air storage cylinder to 425
-525 psi. Air charging pressure must be monitored
7. 75"
9. 35" Z using a laboratory type gage.
e.closely
1 1_ CONTROL
QUADRANT
(REF)
Tighten emergency air filler valve, remove air
charging unit air line, and replace emergency air
valve cap.
solution of soap and

LANDING GEAR
If air leakage is suspected, use a
CONTROL ARM landing gear

water to test all connections from the
emergency air storage cylinder to the down port on
the actuating cylinder of each main gear. Before
LANDJNG GEAR
tightening any connections reduce air pressure to
WING FLAP CONTROL
FLAP CONTROL zero, and then recharge cylinder as outlined above.
ARM
VALVE (REF) The landing gear emergency air storage cylinder pres-
23 28
sure must be checked before each flight and air pres-
sure maintained within the gage markings of 425 525

Figure 3-10. Landing Gear and Wing Flop Control at all times.
psi
Valve Rigging Adjustments
EMERGENCY AIR PRESSURE GAGE
REASSEMBLY AND TESTING. Reassembly of main

is reverse of disassembly
A 2000 psi air pressure gage is installed in the air
gear actuating cylinder
pressure line between the air bottle and the main gear
procedure (see Figure 3-11). The hydraulic actuating
actuating cylinders (see Figure 3-12). The gage indi-
cylinder must be pressure checked, either on a hy-
cates the air pressure of the emergency air system.
draulic test bench or on the aircraft after installation.
Pressure test at 1000 psi. There shouldbe no evi- operating pressure is indicated by a green
Normal
are from 425 psi to 525 psi. Red radial linesat 425
dence of cylinder leakage. The hydraulic-pneumatic
and 525 psi indicate the minimum and ma~dmum al-
actuating cylinder must be bench checked prior to in-
lowable Variations of pressure
system pressures.
stallation. Test this cylinder by extending piston ap-
will the gage to fluctuate when landing gear is
cause
proximately 25 inches, and with cylinder inclined at a The air pressure gage may be removed
45 degree angle, fill hydraulic port to overflowing
operated.
after the air pressure has been completely bled from
with MIL-H-5606 hydraulic fluid. Plug hydraulic
port, install an air valve in nitrogen port, and pres- system.
surize cylinder to 300 15) psi. There should be no
Observe position of piston rod in MAIN LANDING GEAR UPLOCK CYLINDER
external leakage.
relation to piston gland. There should be no move-
ment of piston after a period of 15 minutes. Move- A landing gear uplock cylinder is located in each na-
celle wheel well and is an integral part of the main
ment of the piston rod indicates leakage of hydraulic
fluid into the nitrogen chamber of the actuating cylin- gear uplock mechanism. The cylinder piston is spring
loaded in the retracted position, and mechanically
der. Release nitrogen pressure and check chamber
connected to the uplock link arm. When the landing
for evidence of hydraulic fluid. If hydraulic fluid is
gear is retracted, hydraulic pressure is directed to
present in the nitrogen chamber, actuating cylinder
must be disassembled and damaged seals replaced,
the aft port of the uplock cylinder and the piston is
retracted against spring tension. A bracket located
on the main gear fork, engages the uplock mechanism
INSTALLATION. Installation of the landing gear ac-
and pushes the mechanical link arm avercenter to
tuating cylin~er is the reverse of the removal proce-
form a positive gear uplock. When the landing gear
dure. After installation, adjust cylinder piston over-
3-18
690
Hydraulics
HYDRAULIC ACTUATING CYLINDER

BUSHING
PISTON ROD
GLAND
PISTON HEAD
SNAP RING
BODY
CHECI(NUT
ROD END I~
HYDRAULIC-PNEUMATIC ACTUATING CYLINDER
NITROGEN
PORT
BUSHING
PISTON HEAD
PISTON ROD
BODY
BACKUP GUIDE
HYDRAULIC FLUID
RING
PORT
CHECKNUT
GLAND
ROD END
Figure 3-11. Main Landing Gear Actuating Cylinderr

3-19
690
Hydraulics
Reassembly of the landing gear uplock cylinder is the

reverse of the disassembly procedure.
lobb’’’hi~ INSTALLATION. Installation procedure for the land-

ing gear uplock cylinder is the reverse of the removal
500
AIR I procedure. After installation, perform landing gear
operational check as outlined in Section VI.
LBS PER SP. IN.

0 2000
NOSE LANDING GEAR ACTUATING CYLINDER
The hydraulically operated noselanding gear cylinder

425 PSI RED LINE MINIMUM is attached tothe aft drag brace and to the nose wheel
425-525 PSI GREENARC NORMAL well bulkhead. One port of the cylinder is connected
525 PSI RED LINE MAXIMUM to the gear ’up’ hydraulic line, and the remaining
28 3 port to the gear ’down’ line. HydrauUc fluid, under
pressure is directed to the nose actuating cylinder
through the landing gear control side of the landing
Figure 3-12. Emergency Air Pressure Gage gear-wing flap control valve (see Figure 3-14). Dur-
ing actuating cycle the gear ’up’ and gear
the gear
’down’ hydraulic lines act as either pressure or re-
is extended, hydraulic pressure is released from the turn lines, depending on the gear position selected.
aft port of the uplock cylinder and pressure is applied The nose gear is held in the up position by hydraulic
to the forward port of the cylinder. This causes the pressure trapped in the actuating cylinder. In the
uplock cylinder piston rod to extend and disengage the event of hydraulic system failure, movement of the
mechanicaluplock. The uplock mechanism is retained landing gear control lever to the DOWN position will
in the positive locked position until the landing gear release hydraulic pressure trapped in the actuating
control lever is placed in the DN position, to release cylinder and the gear will free-fall to the downposi-
the hydraulic pressure trapped in the uplock lines and tion. As the gear reaches the down position it is
cylinder. The spring, installed on the uplock cylinder locked in place by the nose gear bungee springs.
piston rod will extend and push the mechanical link
arm back over center to break the positive lock on REMOVAL
the uplock mechanism, in the event of hydraulic sys-
tem failure (see Figure 3-13). a. Reduce hydraulic system pressure to zero.
b. Raise nose of aircraft and secure with tailstand.
Replace all damaged parts or parts that do not meet c. Disconnect and open aft nose landing gear doors.
tolerances established in Figure 3-23. d. Disconnect hydraulic hoses at actuating cylinder.
e. Remove nose compartment top access cover.
REMOVAL f. Remove cylinder attach bolts and remove ac-
tuating cylinder.
a. Reducehydraulic system pressure to zero.
b. Disconnecthydraulic lines at uplock cylinder. DISASSEMBLY AND REASSEMBLY
c. Remove uplock cylinder attach bolts.
d. Remove uplock cylinder. a. Loosen checknut and remove rod end and bush-
ing assembly.
DISASSEMBLY AND REASSEMBLY b. Remove snap rings from ends of cylinder body.
c. Remove piston and end glands from cylinder
a. Loosen clevis set screw, and slowly remove body.
clevis. d. Remove O-rings from piston and end glands.
e. Clean and inspect cylinder and cylinder parts,
for damage and correct tolerance.
CAUTION 1 Reassembly of the nose landing gear actuating cyl-

inder is the reverse of the disassembly procedure.
Exercise caution when removing clevis, INSTALLATION. Installation of the nose landing gear
as spring is under compression load, actuating cylinder is the reverse of the removal pro-
cedure. After installation, adjust cylinder piston rod
b. Drive out gland retainer rollpins, and remove overtravel as outlined in Section VI.
gland. Remove O-ring and packing from gland.
c. Remove piston and remove O-ring and packing
from piston. WING FLAP ACTUATING CYLINDER
d. Inspect cylinder and cylinder parts for condition.
Replace all damaged parts or parts that do not meet A hydraulic wing flap actuating cylinder, connected
tolerances established in Figure 3-23. to the master flap sheave and actuated by the wing
3-20
690
MAINTENANCE MANUAL Section IU
Hydraulics
CLEVIS
HYDRAULIC FLUID PORT
SPRING
O-RING BACKUP RING O

CI
METERING VALVE
SPRING
HYDRAULIC ~i9iJJC/ RETAINER
FLUID
PORT
BODY
j
END CAP
GLAND
O~Y I ~-ALNC BACKUP RINGS

PISTON
13)H
Figure 3-13. Main Landing Gear Uplock Cylinder
flap controlvalve, lowers and raises the flaps. The e. Remove piston rod to flap sheave attach bolt.
bushing at the aft end of the cylinder body is attached f. Remove actuating cylinder.
to the upper left side of the fuselage structure at sta-
tion 223. 00 and the cylinder piston rod is connected DISASSEMBLY AND REASSEMBLY
to the master flap sheave. Hydraulic pressure flows
through the wing flap flow controlvalve to the selected a. Loosen checknut and remove rod end and bush-
pressure port on the actuating cylinder. When the ing assembly.
pilot selects flaps down, pressure from the wing flap b. Remove snap rings from end of cylinder body.
control valve will flow to the aft port of the actuating c. Remove piston and end glands from cylinder
cylinder (see Figure 3-15). The forward port will body.
become a fluid return. When the pilot selects flaps d. Remove O-rings from piston and glands.
up, this procedure is reversed. Wing flap flow con- e. Clean and inspect cylinder and cylinder pacts
trolvalves, installed in the hydraulic lines at fuse- for damage and correct tolerance.
lage station 209. 15 and routed to the actuating cylin-
der, controlflap operating speed by restricting fluid Reassembly of wing flap actuating cylinder is the re-
return from the actuating cylinder (see Figure 3-2). verse of the disassembly procedure.
Direction of restricted fluid flow is indicated by an
arrow on the body of the flow control valves. INSTALLATION. Installation procedure for the wing
flap actuating cylinder is the reverse of the removal
REMOVAL procedure. After installation, check flap operation
and adjust as outlined in Section VH.
b. Disconnect and cap hydraulic hoses to actuating
cylinder. PARKING BRAKE VALVE
c. Disconnect flap position indicator transmitter
linkage. The parking brake valve (Figure 3-16) is installed in
d. Remove actuating cylinder mounting bolt, the upper section of the nose gear wheel well, forward
3-21
690
Section LII MAIN’TENANCE MANUAL
Hydraulics
HYDRAULIC FLUID PORTS
O-RING
HYDRAULIC FLUID PORTS
BODY
CHEClCNUT
PISTON HEAD
PISTON ROD
O-RING
ROD END BEARING

END GLAND
23 5~
Figure 3-14. Nose Landing Gear Actuating Cylinder
of fuselage station 5.50. A tube and universal assem- the parking brake valve is the reverse of the removal
bly connect the brake valve shaft to a control knob, procedure.

located below the instrument panel and to the left of
the engine controlpedestal. The brakes may be locked To install the parking brake valve reverse the re-
by depressing the rudder-brake pedals and rotating movalprocedure. After installation bleed brake sys-
theparking brake control knob counterclockwise to tem as outlined in Section VI, and check valve for
theON position. Rotating the parking brake valve leakage as follows:
control knob to the ON position traps hydraulic fluid
pressure in the brake lines and holds the wheel
brakes a. Place battery switch in ON position and allow
in the ON position. buildup ofauxiliary system hydraulic pressure.
b. Depress rudder-brake pedals to apply brakes.
REMOVAL AND DISASSEMBLY c. Rotate parking brake valve control knob coun-
terclockwise to ON position andrelease rudder-brake
a. Release parking brake, pedals.
b. Reduce hydraulic systempressure to zero. d. Inspect parking brake valve for leakage. There
c. Disconnect control linkage at parking brake, must be no evidence of external leakage.
d. Disconnect hydraulic lines at parking brake e. Allow parking brakes to remain engaged for a
valve, period of 15 minutes. If brakes remain positively
e. Remove parldng brake valve attaching bolts and locked after 15 minutes, internal leakage has not
remove valve. occurred within the valve, and installation may be
f. Remove restrictor fittings and unions from considered satisfactory.
parking brake valve body (see Figure 3-18).
g. Remove plugs, springs, and balls from parking POWER BRAKE VALVES
brake valve body.
h. Remove valve shaft stop, spring, and shaft from Two power brake valves are bolted to supports located
parking brake valve body. immediately forward of the pilot’s rudder-brake pedals
i. Remove O-ring seals from valve shaft. (see Figure 3-17). The power brake valve has a pres-
j. Clean and inspect components

valve for damage sure port, a brake port, a return port, an extension
and conformance to specified wear tolerances, lever that operates the piston in the valve body, a
piston assembly which is sealed at both ends by syn-
REASSEMBLY AND INSTALLATION. Reassembly of thetic rubber packings, an upper valve that controls
3-22
690
MAINTENANCE MANUAL Section LII
Hydraulics
BUSHING
O-RING
~33
BODY
O-RING
HYDRAULIC
FLUID PORT
CHECKNUT
PISTON HEAD
L tTROP SCREW
PLUGPISTON
ROD
HYDRAULIC FLUID
CYLINDER END
ROD END
Figure 3-15. Wing Flap Actuating Cylinder
DISASSEMBLY the flow of hydraulic fluid from the pressure port to

the brake port, and a lower valve that controls the flow
a. Remove end plug and O-ring. of hydraulic fluid from brake port to return port. The
b. Remove O-ring from end plug. power brake valve is designed to allow a pressure
c. Loosen spring and poppet assembly and remove flow of hydraulic fluid to the brakes when toe pressure
is applied to the rudder-brake pedals. When brakes
O-ring.
d. Remove return spring. are applied the extension lever raises the piston in
e. Remove actuating lever retaining bolt, the valve body, closing the lower valve and opening
f. Back off adjusting checknut and unscrew adjust- the upper valve so that hydraulic fluid flows from the
ing setscrew. pressure port to the brake port, actuating the brakes.
Remove lever and lug assembly taking care not When toe pressure on the brake pedals is released,
g.
the spring-loaded piston valve returns to its normal
to damage the valve actuating ball which will fall free
when the lever and lug assembly is removed, position. This closes the upper valve and opens the
h. Remove piston assembly by using a dowel and lower valve permitting the hydraulic fluid to flow from
the brake port to the return port, releasing the main
tapping lightly with a mallet.
i. Remove two O-rings and the backup ring from wheel brakes.
piston.
REMOVAL
REPAIR AND REASSEMBLY. Repair of detail parts
is impracticable. Replace all defective parts with a. Reduce hydraulic system pressure to zero.
serviceable parts. Minor scratches or scores may b. Remove power brake valve access door from
be removed by polishing with crocus cloth. Replace left side of forward fuselage.
O-ring packings and backup rings during reassembly, c. Disconnect and cap hydraulic lines at power
Reassemble valve in reverse order of the disassem- brake valve.
bly procedure. d. Disconnect power brake valve from rudder pedal
linkage.
e´• Remove power brake valve mounting bolts.
INSTALLATION. Installation of the power brake valve
f. Remove power brake valve.
is the reverse of the removal procedure,
3-23
690
Hydraulics
e. Remove nut, arm and spring from bypass valve
~e SET-SCREW shaft.
f. Remove reducer fitting from end of bypass
valve body.
SPRING Withdraw bypass valve shaft from valve body
g.
and remove O-rings from shaft.
BALL h. Clean and inspect parts for damage and confor-
mance to specified tolerances.
STOP PIN
REASSEMBLY AND INSTALLATION. Reassembly of
the nose wheel steering bypass valve is the reverse
of the disassembly procedure.
O-RING To install the nose wheel steering bypass valve re-

verse procedure. After installation bleed
the removal
nose steering system as outlined in Section VI. Check
bypass valve for leakage with the landing gear in both

the retracted and extended position. With nose gear
SHAFT retracted, actuate the brakes and check to be certain
that nose attempt to turn in wheel well.
wheeldoes not
Should nose attempt to turn, adjust push-pull
wheel
rod connecting gear body to bypass valve until bypass
NOSE WHEEL STEERING CYLINDER
The wheel steering cylinder(see Figure 3-19) is

nose
23
22_1 ;L double
acting cylinder attached at one end to the gear
body and at the other to the landing gear strut piston.
Figure 3-16. Parking Brake Valve When the rudder-brake pedal is pressed by toe pres-
sure, the power brake valves route hydraulic pres-
sure to the appropriate side of the steering cylinder
POWER BRAKE VALVE ADJUSTMENT. For correct to turn the nose wheel.
pressure adjustment of the power brake valve see
Power Brake Valve Adjustment, Section VIof this
manual REMOVAL

NOSE WHEEL STEERING BYPASS VALVE b. Disconnect and cap hydraulic hoses at steering
cylinder.
The nose wheel steering bypass valve is installed on c. Remove steering cylinder attaching bolts.
the upper bulkhead of the nosegear wheelwell. This d. Remove steering cylinder.
valve is installed in the hydraulic lines to the nose
wheel steering cylinder, and mechanically linked to DISASSEMBLY AND REASSEMBLY
the nose landing gear body (see Figure 3-18). When
the gear is extended, the bypass valve is closed and a. Loosen checknut and remove rod end and bush-
fluid flows to the nose wheel steering cylinder to pro- ing assembly.
vide steering action. As the nose gear retracts into b. Remove snap rings from ends of cylinder body.
the wheelwell, the mechanical linkage opens the by- c. Remove piston and end glands from cylinder
pass valve, allowing hydraulic pressure to bypass the body.
steering cylinder, thus preventing the nosewheel d. Remove O-rings from piston and end glands.
from being turned when in the retracted position. Clean and inspect parts for
e. damage and con-
formance to specified tolerances.

REMOVAL AND DISASSEMBLY
Reassembly of the nose wheel steering cylinder is the
a. Reduce hydraulic system pressure to zero. reverse of the disassembly procedure.
b. Disconnect andcap hydrauliclines at the bypass
valve. INSTALLATION. Installationof the nose wheel steer-
c. push-pull rod at bypass valve arm.

Disconnect ing cylinder is the reverse of the removal procedure.
d. Remove bypass valve mountingbolts and remove After installation bleed nose steering system as out-
bypass valve. lined in Section VI.
3-24
690
Hydraulics
1’
1. END PLUG
8 2. O-RING
3. SPRING AND POPPET ASSY
4. RETURN SPRING
5. ACTUATING LEVER RETA~NG
BOLT
5 6. ADJUSTING CHECKNUT
7. ADJUSTING SET SCREW
8. BALL
9. PISTON ASSY
10. BACKUP RING
11. LEVER
b 11 12. LEVER TRAVELADJUSTMENT
;i
Q 13. BODY
Figure 3-17. Power Broke Valve
MAIN LANDING GEAR WHEEL WELL DOORS cylinder to close doors. Adjustment of control valve
CONTROL VALVE consists ofassuring valve plunger is depressed when
main gear is retracted; however, if shuttle valve or
Operation of mainlanding gear wheel well doors are plunger operation is sluggish, the spring, plunger, or
controlled by hydraulic fluid pressure applied to the O-rings may be defective and should be replaced.
door actuating cylinders as directed by the main land-
ing gear wheel well door control valve (see Figure
3-1). A sliding shuttle valve, incorporated in the REMOVAL
control valve, is physically actuated by the main gear
strut when the gear retracts or extends (see Figure a. Reduce hydraulic system pressure to zero and
3-20). When landing gear lever is placed in UP posi- manually open mainlanding geardoors. When manu--
tion, the control valve routes fluid to the elttend side ally lowering doors, it is necessary to apply sufficient
of the door actuating cylinders. The doors open to force to override the poppet valve in priority valve to
allow main gears to retract. As gear retracts, the allow entrapped fluid to return to reservoir.
shuttle valve is depressed by the gear strut and routes b. Disconnect and cap hydraulic lines connected to
fluid to the retract side of door actuating cylinder to valve and install plugs in valve ports.
close doors. When landing gear lever is placed in c. Remove bolts securing valve to nacelle bulkhead.
DN position, the control valve routes fluid to the ex-
tend side of door actuating cylinder to open door. As DISASSEMBLY AND REASSEMBLY
gear extends, the shuttle valve is allowed to elrtend,
which routes fluid to the retract side of door actuating a. Break safety wire and remove rollpins securing
3-25
690
Section III
MAINTENANCE MANUAL
Hydraulics
REDUCER
k--´•´•´•´•´•-
23 60
Figure 3-18. Nose Wheel Steering Bypass Valve
end gland to valve housing, closing during gear extension cycle to prevent doors
b. Withdraw gland and plunger, from ’pinching’ wheel assembly when gear is intran-
c. Separate plunger andgland, andremove O-rings sit. Four priority valves, two in each nacelle, are
from grooves of gland. used in the main gear door actuating system. A
d. Withdraw shuttle valve spool and spring, priority valve is mounted on the aft bulkhead of each
e. Clean and inspect parts for damage and confor- nacelle immediately forwardof wheel well. A second
mance to specified tolerances. priority valve is installed inboard of inboard gear
actuating cylinder. Priority valves are adjusted by
Reassembly of the wheel well doors control valve is the manufacturer and field adjustment is not recom-
the reverse of disassembly procedure. Install new mended.
O-rings on reassembly.
INSTALLATION. Installation of the wheel well doors REMOVAL AND INSTALLATION

control valve is the reverse of the removal procedure.
a. Reducehydraulic system pressure to zero and

manually open doors. When manually lowering doors,
it is necessary to apply sufficient force to override
MAIN LANDING GEAR WHEEL WELL DOOR the poppet valve in priority valve to allow entrapped
PRIORITY VALVES fluid to return to reservoir.
b. Disconnect and cap hydraulic lines connected to
Priority valves are located in the main landing gear valve and install plugs in valve ports. (This step re-
door actuating system to assure proper cycling of moves valve located inboard of inboard gear actuator
doors during gear retraction and extension(see Figure cylinder.
3-21). During main gear retraction cycle, the pri- c. Re move bolts securing valve to nace lie structure.
ority valve diverts hydraulic pressure away from (This step pertains only to valve mounte$:on nacelle
main gear actuating cylinders until doors are opened. bulkhead.
When doors are fully opened, system pressure builds
up and forces priority valve to function, allowing Installation of priority valves is accomplished by re-
gears to retract. The priority valve delays door versing removal procedure.
3-26
690
MAINTENANCE MANUAL Section IIl
IIydraulics
O- RING
BACKUP RING PRESSURE
PORT
PRESSURE
BACKUP RING
PORT
END PLUG
BACKUP RING
LOCKNUT
O-RING C)-RINC
PISTON
ASSEMBLY
CYLINDER
BODY
Figure 3-19. Nose Wheel Steering Cylinder
MAIN LANDING GEAR WHEEL WELL DOORS MAIN LANDING GEAR DOOR ACTUATING
METERING VALVES CYLINDERS
Eac2l of the four nlain landing gear dours nre irtc~i\´•i-

An adjustable metering valve, located in the retract
(aft) port of each main gear uplock cylinder (see Fig- dually controlled by all actuatillg c)llindfr corlnt´•ctrti
to the door operating torque tube. Doors oi,cri whf~n
ure 3-13), delays gear extension until landing gear
doors are opened. The valve restricts hydraulic fluid hydraulic fluid Pressure is applied to the c~rnd jiort
of actuating cylinder.. Dool´• closes i~drnulic
flow from the uplock cylinder, at a rate determined by
adjustment of valve, to slow down gear unlocking ac- fluid pressure is applied to the retract I,ort or cvlin-
tion. Adjustment of valves will be necessary occa- der. An adjustable rod end is installed in the I,iston
sionally due to normal wear and replacement of com- rod end of cylinder to provide for atljustment of door
ponents of the landing gear and main landing gear door travel(see Figure 3-22). Wipe cytirlder piston rod at
actuating systems. Main landing gear doors of each regular illtervals using a clean cloth !noistencdilt
nacelle must fully open prior to extension of either MIL-H-5606 hydraulic fluid.
main gear. Adjust metering valve as outlined below
when doors and main gears fail to operate in proper REMOVAL
sequence.
a. Reduce hydraulic system I,ressure rci zt´•ru and
ii,a´•-
ADJUSTMENT manually open main gear doors. When
ering doors, it is necessary to apply sufficient force
a. Place aircraft
on jacks. to override the poppet valve in priority valve to allow
b. Rotate propeller by hand to build hydraulic entrapl,ed fluid to return to reservoir.
pressure in system and retract gears. b. Disconnect and cap lines attached to cglirldcr.
c. While rotating propeller and closely observing c. Remove hardware securing cyli~ldcr´• to naccll~
door operation, extend gears. Door of each nacelle structure and door operatillg torque tube.
must fully open prior to extension of either main gear.
Main gears must release at approximately the same
time andwithin 3 to 10 seconds after doors have open- DISASSEMBLY AND REASSEMBLY
ed. Make valve adjustment outlined below if doors
fail to operatecorrectly. a. Loosen rod end nut and rfmo\´•e rctd c~lrf.
d. Breaksafety wire from metering adjusting screw b´• large collllecting jari~ Ilut anct
Loosen
and adjust as required. Rotate screw clockwise to end cap from cylinder.
retard gear release from uplock cylinder. Rotate c. Withdraw piston from cylinder.
screw counterclockwise to speed gear release, d. Remove O-rings and backul, rings fl´•unl I,istotl,
3-27
690
Section UI MAINTENANCE MANUAL
Hydraulics
GEAR UP
PORT
GEAR oo~n PonT
PLUNGER
DOOR
CLOSED
PORT
GLAND
SPRING
23 d0
Figure 3-20. Main Landing Gear Wheel Well Door Control Valve
PORT B
FLOW CONTROL
SPRING POPPET FLOW CONTROL
~ALVE SPRING
CRACI(ING PRESSURE
j BETWEEN PORT A TO
008-057B
PST
FLUID PORT A
CRACKING PRESSURE
BETWEEN PORT B TO A
FWD VALVE 35-50 PSZ
AFT VALVE 215-240 PSI
23 51
Figure 3-21. Main Landing Gear Wheel Well Door Priority Valve
3-28
Change 2
690
MAINTENANCE MANUAL Section LTI
Hydraulics
DOOR EXTEND
PORT
JAM NUT
DOOR RETRACT
PORT
PISTON
HEAD
CYLINDER
END CAP
ROD END
PISTON ROD
ASSY
NUT
Figure 3-22. Main Landing Gear Door Actuating Cylinder
cylinder, and end cap. supplies it to the brakes, flaps, and nose wheel steer-
e. Inspect and check all parts in accordance with ing systems at the rate of 18 gph at 300 psi. The
information contained in General Maintenance Prac- pump is driven by a 1/15 horsepower motor and de-
tices. livers up to 605 psi pressure for intermittent opera-
tion. Theaurdliary hydraulic systempump is actuated
Reassembly of the main landing gear door actuating by the auxiliary hydraulic system pressure switch in-
cylinder is the reverse of disassembly procedure. stalled in the auxiliary pump system pressure line.
Install new O-rings on reassembly. See Sections VI and X for a description of the switch.
The auxiliary hydraulic system pump electrical circuit
INSTALLATION. Installationof the main landing gear is protected by a Fi-amp circuit breaker, which will
door actuating cylinder is the reverse of the removal open the circuit in the event of an auxiliary hydraulic
procedure, system pump or pressure switch failure.
AUXILIARY HYDRAULIC SYSTEM a. Remove left aft nacelle.

b. Disconnect and cap hydraulic lines to auldliary
hydraulic system pump.
The auxiliary hydraulic system is provided for opera- c´• Disconnect electrical receptacle on auxiliary
tion of theparking brakes when primary system pres- hydraulic system pump.
sure falls below 470 psi, and to provide hydraulic d. Remove attaching bolts.
Remove audliary hydraulic pump.
pressure to operate the wing flaps, brakes, and nose e´•
wheel steering in the event of primary hydraulic sys-

tem failure. The electrically-driven auldliary pump The installation of the auxiliary hydraulic system
is supplied hydraulic fluid from an emergency source pump is the reverse of the removal procedure.
of fluid contained in the bottom of the reservoir and
produces a pressure of 470-605 psi to operate the
auxiliary system. A zero to 2000 psi pressure gage, AUXILIARY HYDRAULIC SYS~EM OPERATIOFIAL
which registers primary and auxiliary hydraulic sys- CHECK
tem pressure, is installed inthe left instrument
panel.
Major hydraulic system components are installed in Perform an operational checkof the hydraulic system
the aft fuselage and left engine nacelle (see Figure as follows:
3-1).
a. Turn battery switch on.
b. Operate wing flap hydraulic

control lever until
AUXILIARY HYDRAULIC SYSTEM PUMP pressure drops to 500 30) psi, which is the cut-in
pressure of au~dliary hydraulic pump. The audIiary
The auxiliary hydraulic system pump is installed in hydraulic pump should automatically actuate and build
the left nacelle. The pump draws fluid from the emer- up hydraulic pressure until 575 (t 30) psi, cutout
gency supply trapped in the hydraulic reservoir, and pressure, is attained.
3-29
690
Hydraulics
MINIMUM MAXIMUM
PART NO. ITEM
ALL MEASUREMENTS IN INCHES
HYDRAULIC ACCUMULATOR
ED12260 Piston Diameter 2. 876 2. 878

ED12261 Piston Guide Rings 2.878 O.D. 2.8913 O.D.
MAIN LANDING GEAR ACTUATING CYLINDER
ES12440 Body Assembly 1. 870 1. 8711

ED12441 Gland 0. 750 0. 7511
ED12442 Head 1. 8659 1. 867
ED12443 Rod 0. 7479 0. 749
NAS76A- 6-015 Bushing 0. 375 I. D. 0.3766 I.D.
MAIN LANDING GEAR EMERGENCY ACTUATING CYLINDER
ES12529 Body Assembly 1. 627 I. D. 1. 629 I. D.

ES12529 Body, Cylinder Attach Point 0. 068 Width 0. 074 Width
ED12530 Piston Rod 0. 6220 O. D. 0. 6205 O. D.
ED12531 Piston Head 1. 380 0. D. 1. 383 O. D.
ED12531 Piston Head 0. 4370 I. D. 0.4385 I.D.
ED12532 Gland 0.6230 I.D. 0.6245 I.D.
ED12534 Backup Guide 1.6235 O.D. 1. 6265 0. D.
NAS76A-6-015 Bushing 0. 3750 O.D. 0. 3775 O.D.
MAIN LANDING GEAR UPLOCK CYLINDER
ED12518 Body Bore 0. 875 0. 8761

ED12519 Piston Head 0.8709 O.D. 0. 972 O. D.
Piston Rod 0.2479 O.D. 0. 248 0. D.
ED12520 Gland 0. 250 I. D. 0.2522 I.D.
MAIN LANDING GEAR DOOR ACTUATING CYLINDER

MAIN LANDING GEAR WHEEL WELL DOORS PRIORITY VALVES
3713113 Piston 0. 559 O. D. 0. 560 O. D.

3713110 End Cap i. 0350 I. D. 1. 0448 I. D.
3713111 Cylinder (piston extension end) 0. 563 I. D. 0. 564 I. D.
(piston chamber) 0. 749 Z. D. 0. 751 I. D.
MAIN LANDING GEAR WHEEL WELL DOOR
METERING VALVE
NV-7500-2 Body 0. 374 I. D, 0. 376 I. D.

NV-7500-6 Insert 0. 372 0. D. 0. 374 0. D.
NV-7500-4 Needle 0. 218 0. D. 0. 219 O. D.
NOSE LANDING GEAR ACTUATING CYLINDER
ED10144 Body Assembly i. 500 I. D. 1.5031 I.D.

ED10145 Piston Rod 0. 4349 O. D. 0.436 O. D.
Piston Head 1. 4949 0. D. 1. 497 0. D.
ED10146 Gland 0. 437 I. D. 0.4381 I.D.
Figure 3-23. Parts Tolerances (Sheet 1 of 2)

3-30
690
Hydraulics
MINIMUM MAXIMUM
PART NO. ITEM
ALL MEASUREMENTS IN INCHES
WING FLAP ACTUATING CYLINDER
ES11032 Body Assembly 1.2469 I.D. 1.2531 I.D.

ED11033 Piston Rod 0. 4909 0. D. 0. 492 0. D.
Piston Head 1. 2429 O. D. i. 245 0. D.
9479 End 0. 493 I. D. 0.4951 I.D.
POWER BRAKE VALVE
ES12779 Body 1. 3660 1. D. 1.3682 I.D.

ES12136 Piston Assembly Seat Hole 0. 2500 0. 25055
ED12137 Piston 1.3621 O.D. 1. 3630 O.D.
ES13312-1 Poppet Assembly Seat Hole 0. 1890 0. 1901
Figure 3-23. Parts Tolerances (Sheet 2 of 2)
3-31
690
Section IZI MAINTENANCE MANUAL
Hydraulics
TROUBLE PROBABLE CAUSE REMEDY
Low pressure, or no Defective pressure gage. Replace gage.

pressure with engine
running. Hydraulic reservoir filter clogged Clean or replace filter element.
Relief valve defective or improperly Adjust and/or replace relief valve.

adj usted.
Excessive system leakage~ Detect and correct leakage.
Engine-driven hydraulic pump drive Replace engine-driven pump.

shaft sheared.
Puls~ting pressure Accumulator not pressurized. Charge accumulator to 600 psi with
dry air or nitrogen.
Defective O-ring on accumulator piston. Replace O-ring.
Leak at air valve. Install new air valve and gasket.
Internal leakage in system. Isolate and repair or replace faulty

component.
Flaps full down while Internal leak in landing gear and wing Place flaps in 1/2 DN position, with
aircraft is standing. flap control valve. in neutral.

flap control lever In-
crease pressure to 1000 psi. If flaps
move up or down the control valve is
leaking internally. Overhaul or re-
place controlvalve.
Internal leak in flap actuating cylinder. Disconnect cylinder down line. Place
flap control lever in UP position and
increase pressure slowly and ob-
serve open port on actuating cylinder.
Leakage will indicate a piston O-ring

leak. Replace O-ring.
General internally Determine by process of elimination

system pressure
leaking. and repair or replace defective unit.
Landing gear will not Defective landing gear and wing flap Overhaul or replace control valve.
retract, control valve.
Defective landing gear actuating cylinder. Overhaul or replace cylinder.
Hydraulic fluid supply low. Fill hydraulic reservoir to FULL.
Auxiliary hydraulic pump Pressure switch defective. Replace pressure switch.

cycles excessively under
no-flow conditions. Auxiliary pump check valve defective. Replace check valve.
Internal check valve of landing gear and Repair or replhce valve.

wing flap selector valve defective.
’Squeal’ inhydraulic sys- Internal check valve of landing gear Repair or replace valve.
tem while actuating nose and wing flap selector valve defective
wheel steering.
figure 3-24. Hydrau\ic System Trouble-Shooting ChEirt (Sh6et of 3)
3-32
690
Hydraulics
Landing gear will not i Uplock hydraulic cylinder defective. Overhaul or replace uplock hydraulic
lock in UP position. cylinder.
Gear-up check valve in manifold of Overhaul or replace landing gear
landing gear and wing flap selector and wing flap selector manifold.
valve defective.
Uplock hydraulic cylinder piston With aircraft on jacks, loosen gear
O-ring defective. down line to uplock cylinder. Place

gear lever in UP position and slowly
increase hydraulic pressure and ob-
serve down port. Leakage indicates
defective O-ring. Replace O-ring,
Hydraulic leak in gear-up line. Isolate leak and replace hydraulic

line.
Landing gear will not Uplock hydraulic cylinder defective. Overhaul or replace uplock hydrau-
unlock and extend to lic cylinder.
down and locked
position. Gear-up check valve defective or Perform landing gear free fall check
mechanical linkage not adjusted as outlined under
Landing Gear Ope-
properly. ration Check in Section VI. Replace
check valve.
Uplock hydraulic cylinder spring Inspect spring and replace if neces-
broken or weak. sary.
No hydraulic pressure Defective auxiliary hydraulic system Check switch circuitry andjor
after battery switch is pressure switch. replace switch.
turned on.
Defective auxiliary hydraulic system Check electrical circuit to pump

pump. and replace pump.
Pressure drops on hy- Faulty check valve in landing gear and Repair or replace valve.
draulic gage when only wing flap selector valve body.
landing gears are being
actuated.
Soft brakes or no brake Air in brake system. Bleed brake system.

action.
Broken or ruptured brake line. Repair or replace brake line.
Nose wheel steering Nose wheel steering bypass valve will Overhaul or replace valve.
inoperative. not close.
Mechanical linkage to bypass valve Adjust or replace.

defective.
Air in system. Bleed system.
Figure 3-24. Hydraulic System Trouble-Shooting Chart (Sheet 2 at 3)

3-33
690
Section Hi MAINTENANCE MANUAL
Hydraulics
Line hammer. Loss of air in accumulator. Check for leaks, and charge accum-
ulator to 600 psi at zero hydraulic

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

hydraulic system pressure at zero
and check for leaks.
High air pressure in accumulator. Bleed air pressure to 600 psi.
Figure 3-24. Hydraulic System 7rouble-Shooting Chart (Sheet 3 at 3)
3-34
SECTION
POVVER PLANT
690
SecricJn I~
MAINfENANCE MANUAL
Po~er Plan:
SECTION IV
90WER PLANT
fABLE Of CONTfNTS
Page
ENGINE 4-1
Principals of Operation 4- 1
Engine Cowling 4- 3
Engine Mounting 4- 3
Fire Detection System 4- 3
Engine Control System 4- 3
ENGWE ACCESSORIES AND SYSTEMS 4, 7
Accessories 4- 7
OilSystem 4- 8
F~elSystem 4-r1
Fuel Purge System 4-11
Fuel Nozzles and Mani~old.....´•.´• ´•4-12
Fuel Filtet.......´•.´•´•´•´• 4-12
4-12
Ignition System
Exhaust System 4-13
4414
Torque Sensing System
~-16
Torque Limiting System
~’16
HorsepowerIndicator
EiectricalSystem 4-16
ENGINE PRESERVATION...´•´•´•´• ~-21
LimitedPreservation 4-21
Page
E~dended Preservation 4-22
Depreservation 4-22
ENGINE CHANCE 4-22
Engine Removal 4-22
Engine Buildup 4-23
Engineinslallation 4-24
PROPELLER 4-24
General Descrip~ion........ 4-24
Propeller Operation 1-26
Propeller Synchronization System 4-27
Propeller Disassembly 4-31
Propeller Reassembly 4-32
ENGINE CONTROLS ~-33
FuelControlUnit 4-33
Propeller Controls 4-33
Propeller Blade Angle Setting 4-35
Engine Control Rigging 4-35
CONTROL CABLES 4-57
Handling and Storage 4-58
Installation Instructions 4-58
LNGINE by converting the energy ola burning iueliiair mldure
to rotating mechanical force.
a Ambient air enters
the engine through an air inlet duct, which directs the
The aircraft is powered by two AiResearch, Model air into a two-stage centrifugal compressor where it
TPE- 331-5-2511( turboprop engines. A maintenance is compressed and passed on into an annular combus-
I manual, prepared by the e~ne mar~factuter, is tlon chamber to be mixed with fuel and ignited.’fhr
provided with each aircraft and should be consulted fuel/air mixture is initially ignited during the engine
for detail information concerning operation, servicing, starting sequence by two high-voltage ignitor pluFs.
and repair of the engine, except where conflict in After Initial ignition of the fuel,’air mildure, conl-
information is presented, then this manual shall pre- bustion is self-sustaining until the fuel supply to the
Mil. The information contained in this section pro- combustion chamber is shutoff. The high-velocit~
vides maintenance data and furnishes the general combustion gas, escaping from the combustion cham-
information needed to assure continuity of subject ber, pisses into the turbine section through staler
material between airframe systems functions and vanes which direct it into the first stage turbine wheel
associated power plant operation. blades. SLator vanes are also located between thr
remaining two turbine wheels to serve the sanic pur-
pose. The resultant high-speed rotation of the Ihree-

PRINCIPLfS OF OPERAflON stage turbine is harnessed by the engine drive shaft
to supply power for driving the compressor and re-
The Model 331 turboprop engine employs the gas tur- duction gear train, which in turn drives the engine
bine princlpleof operation. Enginepower is produced accessories and turns the propeller.
Change 2 4-1
690
Section IV MAINTENANCE MANUAL
Power Plant
UI~PER
COWL~G
SHELL
COOLING
OUTLET
NOSE COWL
SUPPORT
RINC\
ENGINE
MOUNT
STRUTS
NOSE COWL
RING
ENGINE
MOUNTS
GEN COOLING
AIR INLET
LOWER
COW LIN G
SHELLS
COOLING
AIR
IN LET
4-1. Engine Nacelle and Cowling

690
MAINT~NANCE MANUAL Section IV
Power Plant
ENGINE COWLING tors dampen engine andpropeller vibrations and allow

for thermal expansion of the engine without trans-
The engine cowling consists of a nose cowl ring and mitting appreciable load forces tothe mounting struc-
three formed cowling shells which completely enclose tures. Three primary vibration isolators which are
the engine. The nose cowl ring consists of an upper pad-mounted on the rear of the reduction gear case
and lower segment and is joined together by screws. secure the engine to the engine supports with internal
The nose cowl ring is secured in position on the en- wrenching steel bolts at each vibration isolator. The
gine by bolts attaching the engine inlet air scoop, fourth isolator is attached to the alt engine mount at
which is an integral part of the nose cowl ring lower the upper aft firewall. Clearance between the engine
segment, to the engine air inlet duct flange (see Fig- and the nacelle structure is sufficient to accommodate
ure 4-1). A seal, installed between the engine inlet the forces of torque, thrust, and thermal expansion.
air scoop and the engine inlet air duct, prevents air
leakage and chafing between the air scoop and duct.
The design and location of the inlet air scoop pre- FIRE DETECTION SYSTEM
eludes ingestion of flammable fluids into the engine,
minimizes the possibility of foreign object damage, A fire detection system consisting of lour thermal
and provides minimum scoop pressure loss between switches, necessary electrical wiring, and coclq~it
the air inlet compressor first stage. A drain
and indicator lights is installed for each engine. Three
line, connected tothe upper center sectionof the inlet of the four fire detection thermal switches are in-
air scoop andvented overboard, eliminates the possi- stalled on the forward side of the fire\k´•all at each
bility of oil seepage accumulation on top of the scoop. cowlair exit louver. The fourth thermal switch is
The top segment of the nose cowl ring incorporates an installed in the cooling air stream above the oil cooler.
air inlet port which supplies ram air to the starter- Abnormal heating of the cooling air flow throughthe
generator coolingtube. Tubing, welded to the inter- engine or to the oil cooler will actuate one or more
liner of the lower nose cowl ring segment, and an thermal switches and cause the fire warning light,
aluminum shroud distribute engine bleed air around located in the annunciator panel, to illuminate. The
the interior contours of the inlet air scoop, to pro- fire warning circuit may be tested by placing the
vlde inlet air anti-icing. Anti-icing bleed air is dis- switch, in the annunciator panel, to the test position
charged into the engine nacelle andoverboard through and checking the illumination of the indicator lamp.
side exit tubes in the lower nose cowl. The upper Continuous indication ol a fire warning indicator prior
and lower cowling shells, which are secured to the to engine start usually indicates an electrical ground
nose cowling ring and nacelle structure by Camloc at a thermal switch or within the system wiring. The
fasteners, keep the flow of cooling air close to the fire warning system will indicate the presence of an
engine outer surfaces. This cooling air is obtained engine fire as long as a single thermal switch is ope-
through flush air inlets, located in the forward part rative; however, the press-to-test circuitry prevents
of the upper and lower cowling shells. A louvered illumination of the fire warning indicator unless all
air scoop in the lower nacelle s~n provides a flow of thermal switches are functional. Refer to Section X
cooling air for the air-to-oil cooler, installed on the for electrical circuit of fire detection system.
lower aft side of the engine firewall. Airflow is up-
ward through the oil cooler and overboard through
the exhaust eductor tube. ENGINE CONTROL SYSTEM
The principle components of the engine control sys-

ENGINE MOUNTING tem are: the fuel control unit, propeller governor,
and propeller pitch servo unit. The individual func-
The engine is attached to the aircraft at four points. tions of thesecomponents are interrelated andcoordi-
Three of these attachment points are to the wing nated, in a manner which automatically regulates
structure and the fourth attachment point is to the engine speed and power as established by the position
engine firewall. Two engine supports at the three of the power and condition levers, located in the con-
and nine o’clock position, constructed of aluminum trol quadrant. The gear-driven fuel control unit and
webs and caps are attached to the wing spar and ex- propeller governor are installed on drive pads located
tend forward of the wing leading edge, providing the on the rear face of the reduction gear housing. The
principal means for supporting the engine installation pitch servo unit, which is a ported sleeve valve, is
in the aircraft. Two struts are attached to the wing pad-mounted on the rear case of the reduction gear
structure and to the top center engine mount to aug- housing on the exact centerline with the propeller oil
ment the forward engine mounting support structure, transfer tube. The propeller oil transfer tube ex-
The two support struts and mount may be removed to tends from the propeller dome back through the pro-
facilitate easier maintenance of engine. Do not ope- peller shaft and into the ported sleeve valve of the
rate engine with struts and mount removed. A fourth propeller pitch servo unit. The propeller pitch servo
engine mount is connected to an attachment point on unit is interconnected with the propeller governor by
the turbine section flange by a mount link which at- cored oil passages in the reduction gear housing. A
taches to the nacelle structure at the upper aft fire- propeller feathel´•ing valve, which is also a ported
wall. Vibration isolators are used to attach the en- sleeve valve, is installed in the reduction gear housing
gines to the engine mounting structure. These isola- and intersects the cored oil passages between the
4-3
690
Section IV MAINTENANC~ MANUAL
Power Plant
propeller governor and propeller pitch servo unit. which are routed above the cabin headliner and out
The ports of the feathering valve are normally aligned through the
wing leading edge to the respective engine.
with the cored oil passages in the reduction gear The cables are attached to the engine by support
housing to permit a free flow of oil to the propeller brackets. As the condition lever is positioned be-
pitch servo valve and propeller dome piston. When tween low and high rpm, the cables move through the
the propeller is manually feathered, this valve com- cable sleeving, actuating the rod ends and bellcranks
pletely closes off governor oil pressure to the pro- attached to the fuel control unit underspeed governor
peller which allows the propeller feathering spring controlarm, fuel shutoff valves, and propeller fea-
and centrifugal forces created by the blade counter- thering valve. Mechanical linkages, between the
weights to feather the propeller blades. The feather- underspeed governor and propeller governor, simul-
ing valve is also interconnected with the oil-operated taneously operate and coordinate the position of all
torque sensing system and automatically movesto controls when the condition lever is moved toward
close off governor oil pressure to the propeller when high or low rpm. The adjustable arms, levers, and
engine torque is negative. This movement of the rod ends provide the means for properly coordinating
feathering valve reduces oil pressure on the propeller movement of the controls. When the condition lever
piston by bleeding some oil to the engine case, and is moved aft of the low rpm detent on the control qua-
allows the propeller blades to move toward the high drant the second lever, attached to the condition
pitch position. The functions of the fuel control unit, lever, actuates a push-pull cable assembly. Dual
propeller pitch servo, and propeller governor are cables are attached to the feathering valve plunger
coordinated by the manner in which these components and the manual control arm of the fuel shutoff valve.
are interconnected and attached to the power and Movement of the condition lever to the emergency
condition levers (see Figures 4-2 and 4-3). feather position causes fuel shutoff valve to close and
actuates the propeller feathering valve.
CONDITION LEVER. The condition lever operates
the propeller governor and fuel control unit under- POWER LEVER. The power levers, located on the
speed governor control to regulate engine speed. It controlquadrant to the left of the condition levers,
also actuates the engine fuel solenoid valve and the have four operating positions: REV THRUST, GNI)
feathering valve by mechanical linkage when propeller IDLE, FLT IDLE, and FWD THRUST (see Figure
feathering is desired. During normal engine opera- 4-4). Mechanical stops in the control quadrant pre-
tion, movement of the condition lever forward of the vent inadvertent movement of the power lever aft of
low rpm position actuates the control arms of the fuel flight idle. To move the power Lever aft of this posi-
control unit underspeed governor and the propeller tion the latch release handle on each power lever
governor. When the condition lever is located in low must be pulled upward. The position of the power
rpm the fuel control unit underspeed governor is in lever determines the manner in which propeller pitch
the operative position and the propeller governor and engine speed are controlled and the amount of
control arm is against speed stop. With the
the low power produced by the engine. When the power lever
condition lever in thisposition engine speed is gov- is moved between reverse and flight idle, propeller
erned by the fuel control unit underspeed governor, pitch is being manually controlled through movement
and propeller pitch is controlled by the pitch servo of the propeller pitch servo valve. Movement of the
valve as long as the power lever is operated between power lever forward of flight idle transfers propeller
flight idle and reverse. When the power lever is pitch control and consequently engine speed control
rrioved forward of flight idle toward maximum power, to the propeller governor (blade locks disengaged).
engine rpm will increase, the underspeed governor The minimum propeller blade angle limit for opera-
function will be phased out when the condition lever is tion of the engine between the flight idle and maximum
advanced toward the high rpm condition. At this time power settings is controlled by the power lever link-
the propeller governor assumes automatic control of age to the propeller pitch servo valve. Movement of
the engine speed. Movement of the condition lever the power lever toward REV THRUST, repositions
toward high rpm deactivates the fuel control unit the pitch servo valve relationship to the ports of the
underspeed governor function and moves the propeller oil transfer tube and allows governor oil pressure to
governor control arm toward the high rpm stop. force the propeller piston forward. This turns the
Engine speed adjustments between 70 and 100 percent propeller blades toward the negative pitch position.
engine speed are made by moving the condition lever A proportionate increase in engine power (fuel flow)
in the range between lowand high rpm. The propeller is scheduled by the fuel control unit underspeed
gov-
governor maintains a constant engine speed by modu- ernor when the power lever is moved toward the full
lation of the propeller blade angle. Minor adjust- reverse position.
mentsof the appropriate condition lever are required
for propeller synchronization during flight.
Condition Lever Linkage

CAUTION
The condition levers, located on the control quadrant,
have four positions: LOW RPM, HIGH RPM, ENGINE
STOP and EMERGENCY FEATHER(see Figure 4-4.
Mechanical stops in the control quadrant prevent un- To prevent an excessive drop (below
intentional movement of the condition levers to emer- 95~70)in engine speed, the condition
gency feather position. A lever attached to each side lever must be in HIGH RPM position
of the condition lever, operates two push-pull cables when propeller is reversed.
4-4
GENERATOR OIL
FILTER
MAGNETIC DRAIN
PLUG AND
POSITIVE TORQUE DETECTOR
PROPELLER SENSOR PRESSURE
FEATHERING REGULATOR
VALVE
IGNIT
PUMPHYDRAULIC
FUEL SHUTOFF VALVE
UNPT
NEGATIVE TORQUE
i
SENSOR PRESSURE BETA TUBE
REGULA
I
E PROPELLER 1
OIL FILTER b
COMPENSATING
GOVERNORP‘-~7JBYPASS BETA
VALVE Z
RESISTOR AND PRESS

j’ Z
THERMOCOUPLE SW
n
OIL PRESSURE b
HARNESS Z o~
S~r; REGULATING VALVE
=/2\ In 9
m O
o INLET
ANTI-ICING ~eb TURBINE 5
VALVE TAIL INLET b
r
CONE TEMPERATURE Z
EXHAUSI~ DIFFUSER
FUEL
(TAIL PIPE) PURGE
r
b \Z
EQUIP
FUEL PUMP
PROP E LLER P ITCH

SERVO VALVE
FUEL ANTI-ICING
THERMO BYPASS UEL FLOW DIVIDER
VALVE
FUEL CONTROL UNIT

UNFEATHERING i..
FUEL NOZZLES PUMP eiP
a
AND MANIFOLD O FUEL
m
ASSEMBLY FILTER m
C~’
r
oIL-~
’do
P COOLER C1
Z i 5-
;e
690
Section IV MAINT~ENANCE MANUAL
Power Plant
ENGINE CONTROL POSITION CONTROL SYSTEM COMPONENT OPERATION
POWER LEVER CONDITION LEVER
HIGH LOW
REV FLT IDLE MAX RPM RPM FEATH
~-------+I H-------~l I FUEL CONTROL UNIT:

Control unit
underspeed governor controls engine
speed by modulation of fuel metering valve.
CONDITION I PITCH SERVO VALVE:

Movement of power lever positions pitch servo to
control propeller pitch and fuel flow.
PROPELLER GOVERNOR:
Governor has no control over engine speed when
power lever is moved in this range.
FUEL CONTROL UNIT:

II
Linkage from pitch servo valve moves as power
lever changes position of pitch servo valve and
control unit is controlling engine power.
CONDITIONI II PITCH SERVO VALVE:

Valve has moved to limit of travel. This position
of valve in relation to
position of oil distribution
tube establishes propeller low pitch limit. Valve
has no further control over propeller pitch.
ROPELLER GOVERNOR:
Propeller governor assumes control of engine
speed as soon as pitch servo valve reaches low
pitch limit position and power lever is advanced.
Governor is in low speed condition and holds
engine speed at 96. 5 0. 5) percent RPM by
matic modulation of propeller pitch.
FUEL CONTROL UNIT:

See Condition II.
CONDITION] III I I IPITCH SERVO VALVE:

See Condition II.
Control movement PROPELLER GOVERNOR:

between quadrant stops. Governor controls selected engine speed accor
to condition lever position by automatic modulati
No control movement. of propeller pitch between flight idle and maximum
position of the power lever
FLT. IDLE and LOW
RPM I
stop position.
Figure 4-3. Control System Operation (Sheet 1 of 2)

4-6
690
MAINTENANCE MANUAL Section IV
Power Plant
ENGINE CONTROL POSITION CONTROL SYSTEM COMPONENT OPERATION
POWER LEVER CONDITION LEVER
HIGH LOW
REV FLTIDLE MAX RPM RPM FEATH
.I FEATHERING VALVE:
Feathering valve moves to completely block off oil
from propeller governor to propeller dome. Valve
is manually actuated by condition lever movement.
CONDITIONI IV
FUEL SOLENOID VALVE:

Valve is manually actuated by movement of condi-
tion lever and shuts off fuel flow to engine combus-
tion chamber.
FUEL CONTROL UNIT:

Underspeed governor senses loss in engine speed
and increases fuel flow when power lever is
moved to reverse.
PITCH SERVO VALVE:

Pitch servo valve is repositioned by cam as powe
CONDITION V lever is moved to reverse position. The oil dis-
tribution tube follows the forward movement of
pitch servo valve sleeve keeping ports between
tube and valve aligned, and propeller blades are
allowed to move to the maximum negative blade
angle.
f~ Control movement
between quadrant stops.
PROPELLER GOVERNOR:
Governor has no control over engine speed but
No control movement.
governor oil pump oil pressure to pro-
supplies
FLT. IDLE and LOW peller piston forcing it forward and moving blade
RPM stop position,
to reverse (negative pitch) position.
Figure 4-3. Control System Operotion (Sheet 2 of 2)
Power Lever Linkage ENGINE ACCESSORIES AND SYSTEMS
The power lever is connected to a bellcrank in the

control quadrant and then to a push-pull cable which ACCESSORIES
is routed to the engine in the same manner as the
condition lever linkage. A rod end connects the cable All engine accessories are attached to mounting pads
to the control arm of the propeller pitch servo valve. on the aft face of the reduction gear case. Accessory
Mechanicallinkage, similar to that used between the drives are provided within the gear case to operate
underspeed governor and propeller governor, connects the accessories at the required speeds, or to nloto2´•
the pitch servo valve to the fuel control unit main the engine, as is the case when the starter elenlent of
metering cam controlarm. When the power lever is the starter-generator is operating. The tach-genefa-
moved the pitch servo valve and metering cam control tor, oilthermalby-pass valve, starter-generator,
arm are simultaneously positioned to control and co- oil temp bulb, negative torque sensor switch, beta
ordinate propeller pitch and fuel flow, pressure switch, unfeathering pump, and hydraulic:
4-’1
690
Section IV MAINT~NANCE MANUAL
Power Plant
POWER LEVERS
r 1 Ij
OROUWOIHOI
nor rm~
rwo ~3 RPM
THRUST TIIOHT
orrO
01 FLT IDLE
LATCH ARM
RrvIOLt
HULT III ill
f OND IOLt. oualac rlararr
LXII LLII)~IIE
IHOIWI fTOP
THRUST LMIRGIHCI CONDITION LEVERS
J~n--I:1_
O -n
i´•´•~:’
‘"Y
FRICTION LOCl(S
1?l 32
Figure 4-4. Engine Control Quadront
pump are the only engine accessories installed on the amount of engine oil passing through the external oil-
I engine at the factory. Operation and functions of most to-air cooler.The remainder of the engine oil sys-
engine accessories discussed in detail, as a part
are tem is composed of an internal oil pump, pressure
of the information engine control components, elec-
on regulating valve, three internal scavenge pumps, oil
trical system or other topics covered in this section. filter, filter bypass valve, magnetic plug with chip
Refer to the appropriate sections of this manual for detector, oil temperature bulb, and oil pressure in-
specific information concerning the tachometer-gen- dicating system. Oil temperature is measured by a
erator and engine-driven hydraulic pump. Figure 4-2 temperature sensing bulb, located within a port at the
shows the location of engine accessories and related oil tank outlet, and recorded on the oil temperature
components. indicator, installed in the center instrument panel.
An oil pressure line, connected to a pressure port at
the oil pump pressure outlet, transmits oil pressure
OIL SYSTEM to a pressure transducer with electric signal to the
oil pressure indicator. A pressure regulating valve
An engine oil tank, having a capacity of 6. 00 quarts bypasses oilfrom the pressure to suction side of the
and incorporating an integraloil-to-fuel heat exchang- oil pump to maintain the required oil pressure duriag
er, is attached tothe low er right side of the reduction engine operation. A replaceable oil filter is installed
in a filter housing located on the right rear face of the
gear case. This reservoir furnishes oil to the engine
lubricating system, propeller pitch control system, reduction gear case. In the event of a clogged filler,
propeller unfeathering pump, and engine torque sen- a filter bypass valve installed in a boss on the uppe~´•
sing system (see Figure 4-5). An oil vent line ex- right side of the reduction gear case, will open and.
tends from the oil tank to the overboard vent fitting. allow oil to bypass the filter. A magnetic plug is
An oil-to-fuel heat exchanger installed in the oil tank located onthe lower left front side of the gear case.
has the dual purposeof supplemental coolingof engine A terminal, protruding from the center of the mag-
oil and heating the fuel prior to its entry into the fuel netic plug, is provided so the plug can be tested for
control unit. Primary oil cooling is provided by an continuity. Continuity at the magnetic plug terminal
oil-to-air oil cooler installed on the aft side of the is evidence of metal chip deposits on the plug and is
lower engine firewall. The oil-to-air cooler will indicative of impending ´•’failure of the reduction gear
maintain acceptable oil temperatures through the train (see Figure 4-2). An instantaneous check of
thermal valve installed in the main oil line on the metal deposits within the gear case is available with
right side of the engine. This valve regulates the an optional metal detection system which connects the
4-8 4
Change
OIL PRESSURE ~t-:ill-’199
OIL COOLER OIL SCAVENGE Frrrrll
OIL SUCTION m~P
TEMP CONTROL VALVE OIL VENT

TO PROP 1.I.I C.~ J UN~OADING LINE-AIR
BYPASS VALVE
GOVERNOR\ InLTER OIL RETURN srrm
CONTROL- ~9
:~OIL PRESSURE HIGH PRESSURE
:´•~n CONNECTION
I~
SCAVENGE PUMPS----~ I I ~U f~
PRESS.
PUMP
OIL FILTER
OIL VENT VALVE i
~’Q
-n
8i
OIL PRESSURE b~:i
cc!
iii
REGULATOR
(p
POSITIVE TORQUE SENSOR

b
p
vl PRESSURE REGULAr’OR I 2
m
r TOROUE SENSOR
cc) 1 1.(
f
s :i NEGATIVE TORsUE Z
o I r li;l
SENSOR PRESSURE n 9
mO
v, REGULATOR
r: I I II I~´•II CI´•] I-::-I
5
GEAR CASE b
3
Z
cn VENT LINE i
I I
o I I I I L, r
3
I I 1 1-:’11 111 L´•Il L1.1 I´•.-$ 1-.´•I~ L’. SCAVENGE
"I I L’´• PUMP
FEATHERING VALVE
OIL TEMP ~71;

BULB BOSS e´•:
TO OVERBOARD AIR VENT LINE

MAGNETIC CHII)
TO UNFEATHER PUMP
DETECTOR PLUG
DRAIN o
1
OIL TANK AND OIL- FUEL rr
1(EAT EXCHANGER 4’
I- pr,
690
Power Plant
O-RING ~b
’j
s" O-RING
O-RING
FILTER
ADAPTEROIL
FILTER ELEMENT
CAP
BUSHU\IG
B
eji
FUEL FILTER
2~ 100
Figure 4-6. Fuel and Oil Filter Installo~ion
terminalof the magnetic plugs to annunciator lights hour operating period, check oil leaks at propeller
located on the instrumentpanel. seals and engine oil lines. When adding oil, the oil
level should be in the upper half of the FULL to ADD
OIL TANK. Engine oil is drained through a port in OIL zone of the dipstick when oil is hot. If the oil is
the bottom of the wrap-around oil tank and at the mag- cold, do not add oil if the level is in the upper half of
netic plug port. To assure maximum oil drainage the the FULL to ADD OIL zone. Never mix engine oil by
propeller must be in the feathered position to purge type or manufacturer. When it is necessary to change
the oil from the propeller dome. Approximately one oil type or brand see the Approved Fuels and Oils
quart of engine oil is trapped in the scavenge pump Figure in Section V.
oil sumps and is undrainable. The capacity of the oil
tank is 8.00 quarts, however, 6.00 quarts will fill OIL FILTER. A replaceable oil filter element is
the tank tothe FULL mark on the dipstick. The space contained in filter cup installed on the right rear of
a
remaining in the tank compensates for oil expansion. the reduction gear housing. If the oil filter should
The useable oil capacity of the oil tank is 5. 00 quarts become obstructed to the point that the oil filter by-
and when the oil level reaches the ADD OIL mark on pass valve opens, the oil pressure will drop approx-
the dipstick, 5. 00 quarts of oil remain in the tank, imately 55 psi, and a bypass indicator pin will be ex-
When the preflight check reveals an unusually low oil posed on the
bypass valve. Reset indicator pin after
level it is probably due to
ground operation of the un- filter isreplaced. When replacing filter, cut open
feathering pump. Purge the oil sumps by rotating removed filter and carefully inspect for unusual con-
the engine by hand and recheck the oil level to prevent tamination. When unusual contamination is evident,
over filling of the oil tank. Maximum allowable en- check magnetic plug for continuity by removing upper
gine oil consumption is 0. 02 gallon per hour. If the nose ring assembly and connecting light or ohmmeter
engine consumes as much as a gallon of oil in a 50- across magnetic plug detector pin. Continuity at the
4-10
690
Power Plant
magnetic plug is evidence of metal deposits on the sor switch assembly also actuates the start pressure
plug and is indicative of internal engine damage. regulator to the open positioll and additional fuel flows
through the start pressure rc6~lator to the fuel shut-
Filter Replacement off valve. When engine ITT reaches 5500C, the start
pressure regulator is actuated to tile closed position,
To remove and replace the oil filter element, proceed shutting off the additional fuel to the fuel shutoff valve.
as follows (see Figure 4-6): A fitting is connected to the divider to drain
the fuel manifold and nozzle assemblies when the en-
a. Remove bushing securing cap over filter. Gine is shutdown. At shutdown, any fuel renlining in
b. Remove cap and filter. the flow divider, fuel manifold or nozzle assemblies
c. Applya coat of Criscoshortening to O-rings. is purged from the system. The fuel shutoff is
d. Install ring in adapter ring.
new 0- manually closed by a flexible shaft attached to the
e. Install new filter element, then position cap condition lever, when the condition lever is moved
over element. Be certain O-ring is installed on cap. to the EMERGENCY FEATHER positioll. Fuel flows
f. Install bushing and tighten by hand until cap is from the fuel controlunit through the flowmeter. the
bottomed out in adapter. fuel shutoff valve to tile flow divider v;tlvr which
g. Operate engine and check for oil leaks, routes fuel to the two fuel ma~lifold itnct Ilozzle assem-
blies. Fifteen fuel nozzles, installed around the rcnr

of the turbine plenum, aton,ij~e thr´• Turl al~d establish
FUEL SYSTEM the correct spray I,attcrn for all engine ol,eraling
conditions (sce Fib~re 4-2).
The pl.irnarv fuci Inat~-
Principal components of the engine fuel system are: if old assembly supplies fuel to five fuel nuzzles altd
Fuel boost pump assembly Cjet boost pump, vane type the secondary fuel ma~lifold nsscmbly sul,l,lies fuel to
high boost pump and control unit), fuelfilter, oil-to-´• ten fuel nozzles. Durillg lo~v fuel schedules the Ilo~r´•
fuel heat exchanger, flow divider and manifold drain divider valve routes fuel to the
primnry Illrlnifold.
valve, fuel shutoff valve (solenoid valve fuel-on and When the fuel schedule is increased, fuel is routed to
fuel-off), fuel manifold and nozzle assemblies, start- both the primary and secondary manifoldsof each fuel
fuel system (electric solenoid valve/pressure ~egu- nozzle. Two pressure sensitive valves, located in
later), fuel anti-ice system and plenum drain valves. the engine plenum chamber, open to drain residual
The fuelpumps and fuel control unit are secured tofuel from the plenum chaml,er the en~inr is shut-
gether as a single fuel boost pump assembly and down. This fuel is ovcrbclal´•tl thfc,u~h lirlrs
driven from a drive pad on the right rear of the re- connected between the t~´•o drailt
duction gear housing. To correct a fuel pump or
control unit malfunction the pump and control assem-
bly should be replaced as an assembly. Fuel is sup- FUEL PURGE SYSTEM
plied to the control unit, by the aircraft auxiliary
pump, at a pressure of 30-50 psi. Before fuel enters The fuelpurge system, consisting of a solenoid actuat-
the main body of the control unit the fuel pressure is ed shutoff valve, air storage tank, check valves and
increased by the jet boost pump and regulated by the filter, prevents unused fuel from draining overboard
high boost pump. A fuel filter and filter bypass valve, and emitting unburned hydrocarbons into the atmus-
are installed within the fuel boost pump assembly be- phere. The various components of the system are
tween the fuel pumps and fuel control unit. If filter mounted on the left side of the enhine turbine section
contamination is excessive enough to cause a 50 psi directly above the fuel flow divider and drain valve.
pressure drop across the filter element, the filter Any fuel that remains in the now divider and in the
bypass valve willopen and provide a positive fuel flow fuel manifold circuit is purged illto a comtwstor Irl; a
to the control unit. The oil-to-fuelheat exchanger bleed air charge durin~ the shutdown cvrle anti is
and thermostatic anti-icing valve protect the fuel burned. Bleed air is stored in a t~ulk cturin~ the nor-
filter from icing, by mixing heated fuel from the oil- mal run cycle and is discharged during the sfluldou~ll
to-fuel heat exchanger with inlet fuel according to cycle into the flow divider drain valves, tt~us irircing
fuel temperature. After fuel has passed through the the fuelon through the manifolds and nozzles.
high pressure boost pump and filter it enters the fuel WOIE
control unit where fuel metering is accomplished
automatically in accordance with engine control posi- The system will not totally purge unless
tions and the operational environment. Metered fuel a minimum engine rpm of 95 percent is
is routed from the fuelcontrol unit through a fuel line attained during the operational cycle.
to the flowmeter, engine fuel shutoff valve, flow divi-
der, and fuel manifold to the fuel nozzle assemblies. The purge system is self-tcstin~ dul´•in~i opr‘l-ation be-
During engine start additional fuel is routed fromthe cause burning of the resitlual nlanifold fuel causes a
high pressure boost pump through the start pressure momentary increase in speed that carl be obscr\rd
regulator into the metered fuel line upstream of the during shutdown. This increase is approsilnatel!’5
fuel shutoff valve to maintain a preset pressure at the percent and lasts far appro.uimatel~ cine secollti.
fuelnozzles. During the starting sequence, the fuel check valve in the bleeti air line to the dr~un val\-(-:
shutoff valve is actuated to the open position by the prevents fuel flow into the bleecf system. The blcc´•~l
10 percent speed sensor switch and remains locked air discharge is regulated by a Itormally closed sl,l~´•-
in the open position until the engine is shut down. noid valve which is opcnetl by actuation c,f the fn~illl´•
When engine rpm reaches 10 percent, the speed sen- control switch to the ENG OFF p~,sitic,n.
690
Power Plant
COMPENSATOR
RESISTOR
ITT INDICATOR
J’ ’B
H’
B I ALUMEL~ D
N, IA
H/EWR IND
CB
jf~
5A
CONTROL
BUS
ITT THERMOCOUPLE
24 87
Figure 4-7. Compensating ITT System
WOTE body. Be sure that the filter seals are removed and
discarded when the filter is removed. Inspect filter
Placing theengine control switch to the for unusual accumulations of foreign material indica-
ENG OFF position following manual shutting the need for removal and cleaning of the fuel tank
down (condition lever to FEATHER posi- screen. After the fuel filter element is removed,
tion), will result in a fuel accumulation in clean the filter case and filter with cleaning solvent.
the plenum and may result in smoke and a Use low pressure compressed air to clean foreign
loud popping sound. It is recommended material out of the fuel screen mesh. Sonic cleaning
that the engine control switch not be placed of the filter element is preferred if sonic cleaning
in the ENG OFF position until engine cools equipment is available. Make certain that new filter
well below 3000C to prevent combustion. seals arecorrectly installed, align filter assembly
with filter body and install case. Tighten case by
hand and safety wire. Perform a leak check of filter
FUEL NOZZLES AND MANIFOLD installation with the engine running(see Figure 4-8).
Coking of the fuel nozzles may be the cause for low

horsepower output. When engine horsepower is low IGNITION SYSTEM
and engine trouble shooting indicates the probability
of fuelnozzle coking, refer to the TPE 331 Engine The ignition system is automatically controlled by
Maintenance Manualfor correct procedure on check- speed sensing switches which ene rgize and de- energize
ing the fuel nozzles for coking, the ignition system during the engine starting se-
quence. A high-voltage capacitor discharge ignition
FUEL NOZZLE CLEANING. Fuel nozzle assemblies unit, attached to the left side of the reduction gear
are disassembled and cleaned at approved overhaul housing, provides high voltage to the two ignition
facilities only. Field level cleaning is not permitted. plugs through flexible high tension ignition leads. The
ignition system operates during initial combustion
and acceleration of the engine. When engine speed
FUEL FILTER reaches approximately 50 percent, combustion is
self-sustaining and the ignition unit is automatically
FUEL FILTER REPLACEMENT. The fuel filter is de-energized. The following events occur in the
removed by unscrewing the filter case from the filter ignition system when the engine is started.
4-12
690
Power Plant
TRUE INPUT SIGNAL MINIMUM MAXIMUM

OC MILLIVOLTS READING READING
800 33. 30 795 80j
850 35.34 845 855
900 37.36 918 928
923 38.28 941 951
950 39. 35 968 978
1000 41.31 1018 1028
1050 43.25 1068 1078
1100 45.16 1118 1128
1149 47.00 1167 1177
1200 48.89 1218 1228
Figure 4-6. rTT Chart
1. The light off speed sensing switch of the start faulty or dirty ignitor plugs. Illspcction and
relay system closes when engine speed reaches of ignitor plugs is accomplished in the lollowin~
approximately 10 percent, energizing the ignition unit, manner:
2. When engine speed reaches approximately 50
percent a second relay in the start relay system de- a. Clean carbon deposits Iro~n igllitol´• l,lul: usi:1~ a
energizes the starter and de-activates the engine suitable cleaning solvent and small stiff bl.istl~´•d brusl~.
ignition system. Combustion is now self-sustaining Use compressed air to loosen and blo~-
and the engine will accelerate to idle rpm, and dry plug.
b. Inspect ignitor I,lug for evidellce of sc\rrtl
IGNITION SYSTEM MAINTENANCE. All components erosion, loose electrodes, and for cracked ceranlic.
of the ignition system accessible on the installed
are If any of these conditions are found, ibrnitol Illug
engine and may be replaced in the field. When replac- should be replaced.
ing ignitor plugs, always use new gaskets and be sure
other attaching hardware is identified for the left or
right ignitor plug. This will assure that the emersion EXHAUST SYSTEM
depth of the ignitor plug remains at the best depth for
engine starting. The ignition system should give The eductor type exhaust system illduces a floH´• of
trouble-free service for the life of the engine,
pro- cooling air through the oil-to-air cooler, as well as
viding the ignitor plugs are removed and cleaned or exhausting the waste gases front the engine through
replaced at regular intervals. Adjustment or repairs the engine exhaust nozzle. This dual function of the
to the ignition unit or engine start relay switch assem- exhaust system is accomplished by an exhaust shroud
bly is not recommended. These units should be re- (eductor) which surrounds the engine exhaust nozzle.
placed if found to be defective. Repeated use of igni- The exhaust shroud, which is attached to the aft nac-
tion override to obtain engine light off may indicate a elle structure, also forms a firewall between the ex-
defective start relay switch assembly. This assembly haust nozzle and the naceIle. High-velocity exhaust
can be checked by determining if the fuel shutoff valve gases from the engine create a low pressure area
opens during the start cycle. If this valve opens, the around the perimeters of the exhaust shroud outlet to
light off speed switch is working correctly and engine draw the lower velocity cooling air through the oil
starting trouble does not stem from the light off relay. cooler, over the exhaust nozzle, and out the exhaust
Operation of the ignition unit can be determined by shroud. The exhaust nozzle, which compensates for
placing the hand on the ignition unit case during the expansion and contraction of the exhaust assembly,
engine starting sequence and feeling for vibration of must be attached to the engine exhaust diffuser (tail-
the ignition unit. pipe) after the engine is attached to the mounts;
therefore, be certain that the exhaust nozzle is in-
spected for cracks and placed within the exhaust
Inspection and Cleaning of Ignitor Plugs shroud. the exhaust shroud´•for
Inspect cracks,
especially at the attaching rivets, each time the in-
Difficult starting can occasionally be attributed to terior of the shroud is accessible.
4-13
690
Power Plant
WO’RI AiResearch Service Information Letter entitled

Troubleshooting Inter Turbine Temperature In-
To prevent damage to the oil cooler, dicating Systems).
remove oilcooler prior to removing or 2. If
lead checks good and indicator still
installing the exhaust nozzle. reads low, remove indicator and route to an
approved instrument lab for functional test. If
indicator reads low in functionaltest, then re-
INTER TURBINE TEMPERATURE INDICATING SYS- place indicator.
TEM. The ITT system for each engine consists of 12 b. If indicator reads zero:
chromel-alumel thermocouples, thermocouple har- 1. The most probable cause is an open lead.
ness, compensator resistor, ITT indicator and neces- Disconnect electrical connector at indicator.
sary electrical wiring (see Figure 4-7). The ther- Connect ohmmeter across pins B and Hof elec-
mocouples installed internally around the circum- tricalconnector. Resistance value should read
ference of the second stage stater inlet extend into the approximately 35 ohms. This will check out the
exhaust stream at different emersion depths
to pro- entire lead and engine harness when the engine
vide the best possible sampling of inter turbine gas harness is connected at the firewall connector.
temperature. These chromel-alumel
thermocouples If this determines that the system is open some-
are connected in parallel; therefore, the net signal where, then further tests must be accomplished
(EMF) from the thermocouples is an average of the to determine where the break is located and
temperatures sensed by all of the thermocouple pro- condition corrected. An engine ITT harness or
bes. This signal is transmitted to the temperature an aircraft ITT lead may have to be repaired or
compensating resistor which is located on the aft left replaced to correct the problem. If the lead
side of the engine. The compensating resistor com- checks good and is not open, then remove indi-
pares the signals received from the thermocouples cater and route to an approved instrument lab
and modifies the reading being transmitted to the ITT for functional test. If indicator reads zero in
indicator. This provides a measurement for deter- functionaltest, then replace indicator.
mining maximum temperatures for optimum engine
operation at all airspeeds and ambient temperatures.
TORQUE SENSING SYSTEM
ITT System Checkout
The engine incorporates an oil operated positive and
It can be determined if the indicator or system is negative torque sensing system (see Figure 4-9).
operating properly by comparing the readings of both Major components of the system are: positive torque
indicators. If the indicators don’t agree, or if there sensor pressure regulator, negative torque sensor
is an erroneous reading of both indicators, due toa pressure regulator, torque sensor, and torque trans-
system malfunction, the system should be checked ducer. Negativetorque oilpressure is used to actuate
out. Conduct the following system checkout making the propeller feathering valve which causes the pro-
sure the system operates within specified values of peller blades to automatically rotate toward the fea-
the chart (see Figure 4-8). The necessary equip- thered po sition when a negative torque condition exists.
ment to perform this checkout is as follows: Jetcal Negative torque exists when engine power is reduced
analyzer (Howell Instruments, Inc.)., test cables, or lost to the extent that propeller rotation is driving
and an ohmmeter. the engine instead of the engine driving the propeller.
In the event of a complete power loss, during any
a. Disconnect ITT leads from forward side of the phase of flight, the negative torque system will auto-
firewall connector. matically rotate the propeller blades toward the fea-
b. Connect test leads, white (chromel) to A and thered position to immediately reduce the propeller
green (alumel) to B of the test jumper to the firewall drag on the inoperative engine. Full feathering must
connector and to the analyzer. be accomplished by moving thecondition lever to fea-
c. Check the chart for the value of input signal to ther position. Positive torque oil pressure is used to
give true reading. operate the horsepower indicator, located in the cen-
ter instrument panel.
Trouble Shooting
TORQUE SENSOR. The torque sensor, which is
a. Recheck ayalyzer setting, if indicator is lower basic ally pressure relief valve with variable settings,
a
than minimum tolerance. If setting is correct and is actuated by the angular displacement between the
indication is still low: shaft which drives the compressor and the torsion
I. Disconnect electrical connector from in- shaft which transmits torque to the propeller through
dicator and check lead wire resistance. With the reduction gear train. These two shafts are splined
connector disconnected from indicator, the re- together at the aft end of the engine; therefore, both
sistance of the lead wire should be zero ohms, shafts will turn at the same speed. However, as
when checking between the two wires or when propeller load increases the relative position between
checking from either wire to aircraft ground, the compressor-turbine shaft and torsion shaft will
If resistance is detected when making this test, change because of the twisting movement ~laced on the
then the lead is shorted and the problem should torsion shaft. This displacement between the two
be corrected before proceeding any further (see shafts is converted into lateral movement between the
4-14
LURE OIL PRESSURE
POSITIVE
TORQUE SENSOR
REGULATOR
PROPELLER
ORIFICE
GOVERNOR HORSE POWER
INDICATOR
TORQUE
a3
-n
NTS OIL PRESSURE
TRANSDUCER
REGULATOR
b
Q
I I I VENT
Z
~o
o TO CASE
~I
----C
2 0´•
p
c
PROPELLER SCREENED n 9
co mO
FEATHERING ORIFICE
v,
(p
VALVE
TO PROPELLER THROUGH
b
PITCH CONTROL
Z
f
r
3 CAM-SET
TORQUE SENSOR
PILOT VALVE
ADJUSTMENT
PILOT VALVE
DRIVEN BY HIGH$:
DRIVEN BY MAIN
SPEED PINION GEAR
SHAFT GEAR ’d"7
p,
I I E?;1
690
Section IV MAIWTENANCE MANUAL
Power Plant
two cams of the torque sensor which operates the tor- b. Connect pressure port of transducer to the
que sensor metering valve. The position of this portable pressure tester while leaving the transducer
metering valve determines the flow of oil pressure vent port open to atmospheric pressure. The portable
derived from the torque sensor oil pressure regulator, pressure tester must be located at the same physical
A negative torque condition will align the ports of the height.
torque sensor metering valve with the port leading to c. Load the portable tester piston plate to weights
the propeller feathcring valve, causing the valve to corresponding to raw torque pressure listed in Ai-
dump propeller dome oil pressure back to the engine. Research Data Sheet number DS-8017.
This allows the propeller leatheringg spring to rotate d. Operate tester in approved manner. Find zero
the propeller blades toward the feathered position. horsepower on indic ator with load on dead weight tester
The blades will not completely feather because nega- as required. Lightly tap indicator during testing to
tive torque decreases as the propellers moves to the relieve sticky tendency.
feathered position. Decreasing negative torque re- e. Check indicated horsepower for the other horse-
duces oil pressure on the leathering valve before the power ranges in the order mentioned on the horse-
propeller blades reach full feather. A torque limiting power system calibration sheet. The indicator should
system is incorporated in the torque sensing system read within the tolerances noted.
to limit engine torque to 700 17 5) SHP. f. Record all observations on the calibration sheet.
g. If indicator
reading is incorrect, measure in-
put signal voltages to the indicator as noted on the
TORQUE LIMITING SYSTEM calibration sheet.
h. If pressure transducer is out of tolerance, ad-
The torque limiting system incorporates a torque just per AiResearch Service Information Letter P331-
limiter assembly mounted on the engine, a computer 47´•
mounted on the rear pressure bulkhead in the cabin
area, and torque pressure transducers mounted on the
top aft side of the engine firewalls. The torque limit- WOTE
ing system is an electrical-oil system. The torque
signalof the engine is oilpressure which is converted Malfunction of the pressure transducer
to an electrical signal by means of a pressure trans- requires special order calibration
ducer. The torque signal is connected to an electronic matched to each individual engine.
computer (controller). In the computer the signals

are compared to preset limits for engine torque. If
the torque limit is exceeded, a corrective action
signal (electrical) is generated in the computer and i. If pressure transducer is defective, contact the
sent to the torque limiter assembly. The torque AiResearch representative for disposition.
limiter assembly is a torque motor-driven bypass j. Repeat steps c. through i. for the right engine
valve. This valve bypasses fuel coming out of the system,
fuel control back into the pump inlet. This reduction
in fuel flow reduces the engine torque back to the
preset value of 700 17.5)The torque pres-
SHP. HORSEPOWER INDICATOR
sure transducer also furnishes torque signal to a
a
horsepower indicator in the cockpit. The torque The horsepower electrically connected to
indicator is
limiting system incorporates an ON/OFF/TEST a engine firewall. This
transducer located aft of the
switch. A torque limiter function test will verify transducer is connected to the engine torque sensor
satisfactory operation of the system. With condition
by an oil line. Slight variation in oilpressure, re-
lever in low RPM and power lever in FLIGHT IDLE, suiting from internal functions of the engine torque
depress test switch and note a drop in fuel flow. If sensor, actuates the transducer which sends a signal
the system is inoperative, place switch in OFF posi- to the horsepower indicator where it is measured and
tion and the operator must monitor shaft horsepower represented as shaft horsepower. When trouble
limit as well as ITT limit. If system is operative and shooting a system malfunction and the trouble is
on, the operator will need to observe ITT limit and determined to be in the engine indicating system,
monitor other engine gauges. check for faulty electrical wiring between the indica-
tor and transducer. If the wiring is satisfactory the
FUNCTIONAL TEST AND CALI~RATION. A functional transducer may be the cause for the malfunction. If
test and calibration should be
performed whenever the the transducer functions properly, check the indicator.
system operates unsatisfactorily. The following test Check the horsepower indicator without removing it
equipment is required to perform a test. Ashcroft from the instrument panel, and do not apply electric
portable pressure tester, vacuum tube voltmeter and power. Indicator should read 700 ii. P. If necessary,
horsepower system calibration test sheet. The horse- set adjustment on lace of indicator to read 700 Il. P.
power system calibration test sheet is available from
IGullstream Aerospace Customer Service Department,
or may be found in the Engine Log Book as Data Sheet
DS-8017. ELECTRICAL SYSTEM
a. Disconnect the pressure and vent lines from the A starter-generator, installed on a pad at the rear of
transcluccr on the forward side of the firewall. tile accessory drive case on the upper left side of
4-10 Change$
690
MAINTENANCE MANUAL SectiollIV
Power Plant
each engine, furnishes the power for cranking the switch with positions engraved on the switch panel.
engine, and provides 30-volt, direct current electri- The ENGINE OFF position shuts the engine off by de-
cal power for the operation of allengine and airframe energizing the airframe fuelauxiliary pump and clos-
electrical components. The starter function of the ing the engine fuel shutoff valve. The FUEL PUMP
starter-generator requires a maximum current flow ON position energizes the appropriate fuel auxiliary
of 1000 amperes to crank the engine during the start- pump which pumps fuel to the engine fuel boost I~ullll,
ing sequence. Do not motor starter-generator for assembly. The AIR, START RUN, and GND I,ositior~s
more than three 60-second periods of operation, of the engine control switch, programs the start sys-
separated by a five-minute off period. Cycle may be tem for automatic start sequence alld energizes the
repeated after starter has cooled for thirty minutes. starter motor of the starter-generator.
The de generator function of the starter-generator,
rated at 30-volts, 300 amperes, is placed in the ope- ENGINE START SEQUENCE. Tile followillgdcscribes
rative mode when the starter relay contacts open and the engine starting sequence. Figure 4-10 provides
the contact in the generator circuit closes. Genera- electrical schematics covering the starting sequence:
tors are cooled by tubes which route air to a cooling

cap attached to the aft end of the starter-generator.
Generator switches, installed in the left overhead Battery Start
switch panel, must be in the GENERATOR position
before generators will operate. Separate electrical a. Conditions:
cables connect the starter-generator to the airfraIne 1. External power switch OFI~.
electrical system because of the high current loads 2. Battery switch ON.
carried by these cables. Electrical components in- 3. Battery switch NORMAL (Iiarallrl).
stalled on the engines include: beta pressure switches, 4. Engine control switch-FUEL PUMP OS.
NTS pressure switches, oil temperature bulbs, oil 5. Ignition switch NORM (ignitioniights
vent valves, magnetic drain plugs, inter turbine out).
temperature thermocouple and harness assemblies, b. Switch and Circuit Functions:
fuel valves, fuel flow transmitters, start pressure
regulators, ignitors, tac ho meter- gene rate rs, starter- When the battery switches I,laced i~t the OS
are
generators, inlet anti-ice valves, torque limiter by- and NORMAL position a provided for con-
circuit is
pass valves and ignition unit. necting the batteries in parallel during crlginc´•
starting sequence. A circuit is t,rovided for the
ENGINE START SYSTEM. Maintenance of the engine starter-generator through the start relav (SR) when
the engine control switch is in the GIVD or STAnT
electricalsystem consists primarily of trouble shoot-
the replacement of defective RUN position. The FUEL ON position of the engine
ing malfunctions and
switches and components. For this reason the pur- control switch closes the starter auxiliary relay (SAR),
pose and function of these engine electricalcoml,o- allowing electrical power to flow from the j0-l,erccnt
nents associated with the engine start systemnre portion of the speed sensor switch, through the closed
Functions of the contacts of the SAR. When the engine control switch
explained inoperating sequence.
allied electrical components are included, as neces- is placed in the GND/START RUN I,osition, the power
flows through the start relay (SR) to the generator
sary, to fully explain the operation of electrical units
Start contactor (GSC) closing the contacts, and allo~r´•-
installed on the engines. Electrical switches installed
on the engine and associated with engine inslrulncnta-
i"g power from the start bus to energize the starter-
tion and indicator lights are described in the instru- generator. This programs the engine prinle circuits
ment section. for automatic activation at l0-pcrcent engine rpn~.
When the l0-percent switch is closed the ignition re-
IGNITION SWITCH. The ignition switch has three lay (IR) and start pressure regulator relay (SPRR)
When the are also opened allowing power to arlll the ignition
positions: MOTOR- NORM-OVERRIDE.
ignition switch is in the NORM, high tension voltage unit, start pressure regulator, and fuelvnlvc. The
is supplied to the ignitor plugs automatically when engine prime circuit will turn oil automaticnlly
ITT reaches 5500C. The AIR-START;RUN Ilosition
engine speed reaches 10 percent. Ignition is automa-
also supplies electrical power to the ullfeatherirlg
tically terminated at 50-percent engine speed. The
OVERRIDE position of the ignition switch will elec- pump when the SAR is closed, causing the L,rol,cller
to unfeather and windmill, for engine startiilg while
trically bypass the automatic ignition circuits allow-
in flight. The unfeathering pump Inotor is nutomatic-
ing the ignition system to be manually energized, as
long as the ignition switch is in the OVERRIDE posi- ally de-energized by the engine speed sensing switch
tion. When the ignition switch is in the MOTOR posi- assembly when the engine reaches 50-percellt rpm.
tion, the ignition and engine fuel valve circuits can-
not be energized. This permits the engine to be mo- The ignition switch has three positions: MOTOR-
tered with the engine control switch in the GND- NORM- OVE RRLDE. When the nornlal startill~ se-
START RUN position without ignition, quence is used the ignition switch is Itlrtccd in NORX1
(normal) and ignition is autonnatically i!liti~ttcd by
ENGINE CONTROL SWITCH. An engine control engine speed sensing switch when the cngil~e rcllchrjs
switch, located on the overhead switch panel, is pro- 10-percent rpm. At 50-percent engine rl,nil the
vided for each engine. This is a four-position rotary engine speed sensing switch nutonlatically discontinues
4-17
690
Power Plant
BATTERY BATTERY
NO. 1 NO. 2
´•I ~------1 r;ill~i

START BUS CONTROL BUS
BLC-1 I I rBLC-2 I EPC

lr, rs~ I,I I I,I
BSC
t;-C~-
BSC
BATTERY
SWITCH
OFF ON
LSR RSR
EPR
Il
SA-1( I
7
TO R. ENGINE
I I I -f
CONTROL O Q BSC(R)
SWITCH
50qb
SPEED
SWITCH SERIES
2 ~13 iit~ oN
4 NORMAL I’
1L EINGINE
BATTERY CONTROL
FF
SWITCH
CONTROL SW
SWITCHEXTERNAL
POWER
CONTROL BUS
SWITCH POSITION CODE

1. ENGINE OFF
2. FUEL PUMP ON
3. AIR-START/RUN
4. GND
24 101
Figure 4-10. Battery Start Sequence (Sheet 1 of 3)

4-18
690
MAINTLFNANC~ MANUAL Section IV
Power PLant
BOOST
PUMP RELAY
CONTROL BUS
ENGINE CONTROL SW I I K ITT

FUEL
r---------------(---- I ’j SWITCH
BOOST
5500C
OFF PUMP
OFF
1 4. rl
O
L(--´•I-~-n- -Y-~ -‘r:,- J I OIL

VENT
VALVE II
SPEED
SENSORr---~ IGMTOR
50~0
SWITCHI r---I-I~IGNITION
I ~---1 I YI ISWITCH
Iloa
se I O )START BUS
i’l L,-l-J lo
OJ STARTERI
GENERATOR
I~ I I I I I Ih MoTOR lr
I I I I Y 1 7 RELAY
Ilt-O~
START i 17 I I I II
RELAY
GENERATOR
START
CONTACTOR
I I I II ii
START
PRESS.
RELAY
START
AUX I I I 1 nIGNITION
RELAY I I I I IRELAY
START ENGINE
PRESS. FUEL
PROP
REG. VALVE
FEATH
PUMP MAIN BUS
5A

1. ENGINE OFF
2. FUEL PUMP OFF
3. AIR-START/RUN
4. GND
NOTE: CIRCUIT SHOWN BETWEEN 10 AND 50 PERCENT OF ENGINE RPM.

4-19
690
Section IV MANUAL
Power Plant
BOOST
PUMP RELAY
CONTROL BUS
ITT ’I
ENGINE CONTROL SW SWITCH
FUEL
r---- -I--’ 5500C
BOOST
OFFU UOFF i I I PUMP
4. r14. rl
3 2
0 Q~3 2
OIL
VENT
SPEED VALVE II
r--
SENSOR
SWITCH 50Yo ~L I I I I I I IGNITOR
01 1 I I 1 I f YI i SWITCH
L,,110’loLIIE
ii:
E a I START BUS
P:Cr,
,o ~I
OJ STARTER/
GENERATOR
I
RELAYMOTOR
START
RELAY
’I
GENERATOR
START
CONTACTOR
START
PRESS
RELAY
START
AUX
RELAY j I I I IIGNITION
RELAY START ENGINE
PRESS. FUEL
PROP
REG. VALVE
FEATH MAIN BUS
5A
PUMP

1. ENGINE OFF
2. FUEL PUMP OFF
3. AIR-START/RUN
4. GND
NOTE: CIRCUIT SHOWN ABOVE 50 PERCENT OF ENGINE RPM

102

:4-20
690
Power Plant
engine ignition. In the event that the automatic igni- system, oil vent valve, and the starter motor. if
tion circuit does not function, the switch may
ignition series batteries have been selected for starting, the
be moved to OVERRIDE. This overrides the auto- batteries will automatically be connected in parallel
matic ignition circuits of engine speed sensor circuit after the starting engine has obtained 50-percent
and provides high tension current to the engine ignitor engine rpm.
plugs.
TACHOMETER-GENERATOR. The tachometer-
WOTB generator, attached to a drive pad on the rear of the
reduction gear case, is not associated with the Engine
If engine light off has not occurred by or airframe electrical system. This component pro-
approximately 15 percent rpm, place duces three-phase ac electrical current in direct

the ignition switch in OVERRIDE. Re- proportion to its rotating speed, which is transmitted
turn the switch to NORMAL at 50 per- to an indicator located in the center illstrument I,anel.
cent. If lightoff is not indicated by a The indicator shows the speed of the engine in percent
rise in ITT within approximately 10 engine rpm.
seconds after ignition override is
selected, abort the start by placing the Tachometer- Gene rater Func t ional Chec k
engine control switch in ENGINE OFF
and returning the ignition switch to Perform a functional test whenever the system is not
NORMAL. operating properly. Use a Jetcal Analyzer (Howell
Instruments, Inc. for testing.
The MOTOR position of the switch is used to motor a. Perform operations per instructions I,rinted on
the engine and clear the engine of fuel or vapors when analyzer (determining correct engine RPM). Check
engine light-off has not occurred and the engine start left engine first.
sequence has been aborted.
WOTE
With the battery switch in the ON position current
Perform check with engine running.
from the battery No. 2 flows through battery start
contactor (BSC) closing battery line contactor (BLC-
2) and supplies a source of power to the main bus.
Current from BLC-8 is supplied through the main bus b. Take readings at70, 96 and 100-percent rpm.
and through battery start contactor relay (BSCR) to c. Repeat steps a. andb. for right engine. The
the battery series switch. When the battery series readings should be within 1;2 percent of each engine.
switch is placed in SERIES position a circuit through d. Record all observations oil a calibration sheet.
the left and right start relay is armed which closes
BSC and opens BLC-1 and BLC-P, during the starting ANTI-ICING VALVE. The
anti-icing valve is located
cycle of either the left or right engine. This connects on the lower left side of
each engine conlpressor
battery No.l and No.2 in series so that maximum housing. This valve, which is a normally closed
power is available for engine starting. When the solenoid operated poppet valve, is operated by a switch
engine control switch is rotated to the FUEL PUMP on the overhead switch panel, corresponding to the
ON position the airframe fuel auxiliary pump for the engine on which anti-icing bleed air is desired. When
engine being started is energized. Electrical power, the solenoid valve is energized, engine bleed air is
is also applied to the START relay (SR), which pro- circulated through the shroud on the engine case and
grams the electrical system for the automatic start- through a line passing within the nose cowl inlet air
ing sequence. scoop, which prevents icing build up in the engine
inlet. An indicator light in the annunciator will
Movement of the engine control switch to GND-START illuminate when the anti-ice switch is ill the 0~
RUN position opens the oil vent solenoid valve, to position and the anti-ice valve is clpEn.
remove the load on the lube pumps during engine
start, and energize the starter motor. During the
initial phase of the engine start sequence the battery CAUTION
line contactors are connected in series or parallel,
determined by position of battery control switch.
Limit ground operation of anti-ice
This amperage demands of the starting
satisfies
motor. When the engine reaches 10-percent rpm, the valve to 10 seconds when ambient
l0-percent portionof the speed sensing switch assem- temperature is above 400F.
bly completes a circuit to the generator start contac-

tor (GSC) causing the contacts to close. Closing of
the 10-percent switch contacts also supplies current ENGINE PRESERVATION
to open the engine fuel valve and fuel pressure regu-
lator and to energize the engine ignition system.
When the engine reaches 50-percent rpm, the 50- LIMITED PRES~RVATION
percent portion of the speed sensing switch assembly
opens. This discontinues current to the engine ignition If the aircraft is to be inactive for less than six
4-21
690
Power Plant
for
engine removal. Immediately cap or plug all
fluid-carrying lines and fittings during engine removal.
The engine removal procedure is planned to provide
the quickest method for removing the engine without
disturbing the routing of engine and nacelle fluid lines,
or removal of fittings, controls, and components.
This will simplify the buildup of a replacement engine
and expedite engine installation (see Figure 4-11).
I CAUTION
Remove beta tube (oiltransfertube)

MATES WITH before removing propellers. Refer to
PROPELLER SHAFT
paragraph under Oil Transfer Tube
MOUNTING FLANGE Removal.
2443
a. Remove the one upper and two lower cowling

Figure 4-11. Engine Lifting Tool shells.
b. Remove attaching sc rews from propeller spinner
and bulkhead and remove propeller spinner.
months the best procedure for preserving the overall c. Drain engine oil.
condition of the engine is to operate each engine for a d. Remove bolt and locknut which locks oil trans-
minimum of 5 minutes once every seven days. Inlet fer tube to piston head.
air duct and exhaust pipe plugs must be installed at e. Placepropeller blades in feathered position.
alltimes when the engine is not operating. When it f. Carefully unscrew oil transfer tube from engine
is known that the aircraft will be inactive for several by turning shaft counterclockwise. Use caution to
days, it is recommended that the aircraft be serviced prevent damage to oil transfer tube.
with fuel immediately after landing. This will allow g. Remove upper nose cowling.
the maximum amount of entrained moisture to reach i. Disconnect generator cooling air duet and
the fuel sumps and be drained from the system prior anti-ice electric heater wiring.
to the next engine run. Unless it is known that the h. Attach propeller sling to blades, connect lift
aircraft be placed in storage for an extended
will ring to hoist, and remove eight bolts securing pro-
period of time, a short flight on the aircraft every peller to engine shaft flange. Remove propeller from
2l-day period will be less costly and more beneficial engine.
than preparing the aircraft and engine for storage. i. Remove lower nose cowling.
Airframe systems associated with the operation of the 1. Disconnect inlet anti-icing line at fitting
engines are alsobest maintained by periodic operation. on air scoop.
A complete preflight of all systems should be accom- 2. Remove bolts securing lower nose cowl
plished concurrent with engine operation. to engine inlet flange.
3. Detach nose cowling support ring from
engine by removing screws at fwd end of left
EXTENDED PRESERVATION and right support arm, and slip over forward
end of engine to remove.
When it is known that the aircraft will be placed in 4. Disconnect engine exhaust collar from
storage for an extended period, or an engine is to be forward side of firewall to engine.
removed for return to overhaulfacilities, refer to Remove bolts and connecting engine exhaust
AiResearch Engine Maintenance Manual for preser-
tailpipe to airframe exhaust tailpipe.
vation procedure. k. Disconnect all engine control linkage.
1. Remove condition lever push-pull cable
rods from fuelcontrol unit underspeed governor
DEPRESERVATION central arm and control support bracket, and
manual feathering valve, fuel shutoff and support
When removing the engine from storage status, refer
brackets.
to AiResearch Engine Maintenance Manual for de- 2. Remove power lever push-pull cable rod
preservation procedures. from fuel control unit propeller pitch change
valve control arm and control support bracket.
i. Disconnect engine plumbing from upper part of

engine.
ENGINE CHANGE i. Disconnect fuel lines to fuelcontrolunit
at the firewall.
2. Disconnect oilpressure line on right rear
ENGINE REMOVAL reduction gear housing at firewall.

3. Disconnect hydraulic pump lines at fire-
Preserve the engine prior to removal. To permit wall.
access to all engine mounts, tool which
a lifting 4. Disconnect unfeathering pump line at fire-
attaches to the propeller shaft flange must be used wall.
4-22
690
Power Plallt
associated wiring, controls, plumbing andducting.

It is recommended the old and new engines be located
side by side, and that a direct transfer of original or
new components be made. Most of the engine plumb-
ing is supplied with a new engine except additional
plumbing needed to tie into the airframe systems,
therefore, the correct installation of engine plumbing
and the proper routing and connection of fuel, oil, and
hydraulic lines is assured by making a direct exchange
from the old engine to the new engine. For this rea-
son, detailed procedures for installing lines and
fittings are omitted from buildup procedures. Alf
I components of the engine control system, that are
supplied with the engine, were rigged prior to ship-
ment of the new engine. However, it is advisable to
i check this rigging while all components are fully ac-
cessible. If the engine is being replaced as a result
of internal failure, the oil-to-air engine oil cooler
and lines and thermo bypass valve must be removed
and carefully flushed and drained, to remove metal
particles which may remain in the oilcooler and cause
serious damage to a new engine. When installing a
new or overhauled engine and existing mounting vibfa-
Figure 4-12. Engine Mointenonce Dolly tion isolators are to be used, inspect for separation
of the rubber, swelling and taking a permanent set.
Do not install vibration isolators of ctucstionable
5. Disconnect oil lines to oil-to-air cooler serviceability. If the rubber core is replaced, torque
at firewall and thermal relief valve and remove spindle stud castle nut to 450-500 inch-pounds and
from engine. cotter key. If new shock mounts are to be installed,
m. Detach engine plumbing from lower part of assure that same brand, type and part number are
engine, installed per Do not mix different types or

1. Disconnect bleed air line at firewall fitting, brands on an engine. It is permissible to install a
2. Disconnect overboard drain line from certain brand on one engine and a different brand on
fitting on aft end of drain manifold. the other en~jne.
3. Disconnect all other vent lines.
n. Re move elect rical leads from start e r- gene rater.
Disconnect ITT thermocouple leads at firewall. Dis-
connect all other electrical wiring. ENGINE BUILDUP PROCEDURE. Perform the engine
Remove starter-generator air cooling ducting. in accordance with the following steps:
buildup
o.
p. Remove starter-generator at quick accessory

disconnect. a. Observe the following practices during engine
q. Attach engine lifting tool to propeller shaft buildup.
mounting flange and connect hoist to lifting eye. Place i. Thoroughly clean and inspect rellloved
a slight amount of tension on hoist cable, parts for serviceability prior to installation.
r. Remove hardware securing engine vibration 2. Do not disturb accessory pad covers,
isolators to engine mount brackets and rear support plugs, or caps from openings in new engine
mount on plenum, prior to installing accessories or making con-
s. Carefully pull engine slightly forward and down, nections.
rotate as required, assure that engine clears mount- 3. Use only new gaskets for rquipment ir;-
ing and nacelle and that all lines and electrical wiring stallation.
are detached from engine. 4. Inspect hoses for swelling, chaffing, cuts,
t. Secure engine to ground handling and mainte- or damaged ends.
nance dolly or locally fabricated maintenance stand b. Install vibration isolator assemblies on engine
(see Figure 4-12). mounting pads and torque mounting bolts to 350-390
inch-pounds.
c. Install drain manifold on plenum of engine.
ENGINE BUILDUP d. Lubricate the drive splinesof starter-generator
pad, hydraulic pump pad and tacho meter- generate r
A new engine, as received from the manufacturer, is pad generously with Molydenum Di-Sulfide (MIL SPEC
equipped with fuel shutoff valve, propeller governor G 21164).
and pitch valve, fuel controlassembly, deicer valve, e. Install hydraulic pump to engine drive pad, and
fuel flow divider valve, ignition unit, torque limiter torque attaching nuts to 95-105 inch-pounds. Use new
bypass valve. engine requires the addi-

The basic gasket.
starter-generator, beta pressure
tional installation of f. Install tacho met er- generate r on engine d ri v c
switch, negative torque sensor switch, oil thermal pad, using new gasket supplied with engine. Torque
bypass valve, fuel flow transmitter, tachometer- nuts to 50-55 inch-pounds.
generator, hydraulic pump, oil temperature bulb and g. Install the balanceof components, beta pressure
4-23
Change 2
MAINTENANCE MANUAL
interim change notice Culfstream
Aerospace
WOTI

change notice, same subject, datedAugust tl, 1986.

nance Manual and should be tiled in front of the manual
SUBTECT: LUBRICATION ENGINE MOUNTS AM) TORQUE VALUES, DRAG BRACE PRELOAD
CHART,
ADJUSTMENT, NOSE LANDWG GEAR COLLAR ASSEMBLY ADJUSTMENT, ~ING FLAP
CONTROL SYSTEM RIGGING AND MAINTENANCE LIMITS SCHEDULE.
Add Figure 4-12A to Section IV as shown on page 4 of this Interim Change Notice.
INTERIM CHANGE NOTICE: Model 690
UPPER
AFT MOUNT ASSY
ENGINE
MOUNT
TORQUE BOLTS
UPPER VIBRATOR 160-190 IN-LBS
ISOLATOR ASSY
TOROUE BOLT I ylL CLU

350-390 IN´•LBS BOLT
ANCHOR
WASHER
NUT
TORQUE BOLT END

425-470 \N-LBS
ENGINE MOUNT
NOSE COWL \S~ STRUT ASSYS
SUPPORT RING
O
O
ENGINE o
WOtE
MOUNTING PARTS MAY BE

REPLACED PROVIDED ALL
PARTS ARE FURNISHED BY
THE SAME VENDOR:
LORD MFG.CO. OR BARRY
WRIGHT CORP.
.I
SPINDLE ASSY
TORQUE BOLT
425´•4701N-LBS
BRACKET LEFT ENGINE MOUNT

~´•-i,o
RETAINER
TORQUE BOLT
SPINDLE BOLT 350-390 IN-LBS WOTE
TORQUE 950-1000 IN-LBS (LORD) LEFT SHOWN
400-506 IN-LBS (9ARRY) RIGHT OPPOSITE
Figure 4-12A, Engine Mounts and Torque Values
Page 4 of 6
~AINTENANCE MANUAL
interim change notice Gulfscream
Aerospace
INTERIM CHANGE NOTICE: Models 680T, V, W, 681, 690, 690A 20 July 1989
690B, 690C/840, 690D1900, 695/980
695A,695Bl1000
NOTE
This notice contains an interim change to the Maintenance Manual

and should be filed in the appropriate Section of the manual
pending receipt of formal revision pages. It is suggested that a
reference to the interim change be made adjacent to the appropriate
part of the manual as a means of alerting the reader to the addition
or change to the maintenance instructions.
SUBJECT: DYNAMIC BALANCE REQUIREMENTS ON PROPELLER AND ENGINE COMBINATIONS

INSTALLED ON THE GULFSTREAM TURBOPROP AM) JETPROP COMMANDERS.
INSTRUCTIONS:
1. Maintenance recommendation: propeller assembly, engine combination dynamic balance should be checked andl
or accomplished at 1000-hour intervals of operation, one or more deicer boot replacement, propeller and/or
engine removal, reinstallation, and any other time there is reason to suspect abnormal vibration in propeller,
engine or airframe combinations.
GENERAL INSTRUCTIONS:
i. The pmpeller manufacturer’s requirements for static balance mustbe adhere& to on any pmpeller assembly that
has undergone maim maintenance repair andlor overhaul prior to dynamic balance of the propeller, engine
combination is accomplished.
2. Periodic balince check does not require removal of previous dynamic balance weight. If, however, further
balance is required, then previous dynamic weights should be removed for initial dynamic balance of the
propeller assembly engine combination.
3. Initial dynamic balance, of propeller assembly, engine combination must have previous dynamic balance weights
removed prior to balancing such as whenever a propeller assembly and/or engine removaYreinstallation has
been accomplished.
4. Check propeller blade track to determine if serious out-of-track conditions exist. Refer to propeller
manufacturer’s maintenance/overhaul manual and/or airplane maintenance manual for method and out-of-track
limits.
5. Check to insure correct type of balance weights, the number of balance weight allowed per location and the total
number of balance weights are not exceeded. Balance weights are installed only in the authorized areas as
specified by this interim change. All balance weights are to be secured properly.
6. Lubricate and/or service propeller assembly in accordance with the propeller manufacturer’s maintenance/
overhaul manual and/or airplane maintenance manual.
Page 1 of6
7. lengine isolators should be inspected to assure they are in good condition.
8. IEngine exhaust tail pipe system should be inspected to assure that supports mounting is in good condition and
riot contacting structure in any manner.
9. 7lerifydynamic balance equipment installation is in accordance with dynamic balance equipment

nnanufacturer’s instructions.
10. I)ynamic balancing must not be attempted in windy or gusty air conditions.
11. l’he engine with the propeller to be balanced should be up to operating temperature ranges before any readings
are taken in order to assure repeatable reading conditions.
CAUTION
Do not exceed engine torque and/or turbine temperature (I.T.T. or
E.G.T.) limits.
12. Werify the dynamic imbalance is within the maximum allowable limits of one-l~ mil or the equivalent of 0.2
LP.S. with propeller "off the locks" at 100% engine RPM regardless of the power used to balance the propeller.
13. Balance should be checked at 100% of takeoff power and maximum cruise power at 96-975 engine RPM in
accordance with either the Airplane Flight Manual and/or Pilot’s Operating Handbook takeoff power and
nlaximum cruise power charts.
14. B;alance weights must not interfere with propeller deicer boot wire, terminal wires or counterweights.
15. R;ecordCompliance: Make appropriate entry in airplane maintenance records as follows: Dynamic Balance of
Propeller and Engine accomplished (date) Enter the maximum imbalance values LrPROP
R~JPROP
Models 6(~OT, V., W, and 681 turboprop Commanders with Hamilton-Standard Model 33LF-325 hub with blade no.
1033A-0 E,ropeller assembly with Garrett engine model TPE331-43, or model TPE331~43A (68(YT, V) and model TPE331-
43BL (680W, 681) engine combination.
Specific Instructions:
1. Balance weights are made up of the following:
A.. AN221 screw (#10)- length as required.

B. AN365 nut (#10)
C. AN960 washer (#10)
2. Balance weight locations
There are 21 possible location holes provided in bulkhead assembly. Drilling of additional holes in bulkhead
alaembly is not permitted.
3. Balance weights should be distributed on both sides of the bulkhead, half on front and half on back when
pc,ssible. If an odd number of washers is required, the odd washer can go on either side.
Page 2 of ci
4. Limitations:
A. Nine (9) washers attached at any hole.

B. No more than three (3) consecutive holes can be used for balance purposes.
C. Groups of three (3) consecutive balance weight attachments must be at least 900 apart.
D. No more than three (3) groups on the bulkhead.
E. The bolt used to secure these weights must extend at least two (2) threads beyond the nuts.
5. If three (3) holes with nine (9) washers at each hole is not adequate to balance a propeller assembly, engine
cori;bination, examination is required of the following:
A. Propeller assembly static balance.

B. Propeller installation.
C. Engine installation.
D. Engine mount (isolator) system.
E. Engine exhaust tailpipe assembly, mounting and support system.
F. Engine and/or accessory vibration.
Models 690, 690A, 690B turboprop Commanders with the Hartzell propeller assembly as follows:
(Or)HUb
HC-B3TN-SFL with blade
Hub HC-BSTN-SDL
LT10282H-4AB+4 H(B)+Q
+4
(B)+4
A+4
A+4
(or)
Hub HC-BSTN-SNL
Hubs with blade
LT10282AB+4
(Or)
any of the above hub no’s with blade no. LT10673 or LT10673B per S.T.C. SA546GL or Hartzell Bulletin No. 131B or
laterlt approved revision with Garrett engine model TPE-331-5-251K or model TPE-331-5-252 engine combination.
1. Balance weights consist of the following:
A. MS24694 bolt (#10)- length as required.

B. AN970-3 washers as required.
C. M820365-1032 nut.
2. Balance weights to be installed on outer flange of propeller spinner bulkhead according to Figure i.
3. Limitations:
A. Maximum of 35 each AN970-3 washer installed per propeller assembly.

B. Maximum of nine (9) each AN970-3 washer installed on any one bolt.
C. The bolt used to secure these weights must extend at least two (2) threads beyond the nut.
D. Torque nut to 25-30 inch-pounds on the bolt.

E. The balance weight bolt circle radius is 6.95 inches.
F. If the maximum of 35 each AN970-3 washer allowable is not adequate to balance a propeller assembly,
engine combination, examination is required of the following.
i. Propeller assembly static balance.

2. Propeller installation.
3. Engine installation.
4. Engine mount (isolator) system.
5. Engine exhaust tailpipe assembly, mounting and support system.
6. Engine and/or accessory vibration.
Page 3 of 6
Models 690C/840, 690D/900, 695/980, 695A/695B/1000 Jetprop Commanders with Dowty Rotol (c)R306/3-82-F7-(e )VP2926
with 12" deicer b~oots or (c)R306/3-82-F7-(c)VP3027 with 21" deicer boots propeller assembly and Garrettengine model
TPE331-5-254K or model TPE331-IO-501K or model TPE331-10-511K engine combination.
i. Dowty R.otol Propeller Equipment Maintenance Manual 1002-61-00-01 pages 403 thru 406, references two
methods of attaching dynamic balance weights and the area the weights are to be attached to the inside edge
at periphery of the spinner bulkhead.
(A) liubber strips bonded to spinner bulkhead

(B) 13alance weights/washers attached to spinner bulkhead by countersunk headed screws and self-locking
Iluts.
2. Gulfstrea m’s alternate method of dynamic balancing the propeller consists of the following:
A, llMS3212 rubber strips 1.00-inch wide by length as required. Optional material MILS-6855 (MIGR-
6855) Class 4, Grade 60.
B. IvIIGs-4383 cement.
NOTE
EC 776SR or EC847 Minnesota Mining Manufacturing, and/or

PR100SL or PS44R P.R.C. Corp. adhesives conform to MIL-S4383.
3. Balance \veights to be installed according to Figure 2.
A. I~brade bonding surface of rubber strips with medium~class paper.

B. t,ond rubber strips to backplate with MIGS-4383 cement.
4. If there is a problem with dynamic balancing a propeller assembly, engine

combinat:ion, examination is required of the following:
A. I’ropeller assembly static balance.

B. E’ropeller installation.
C. E]ngine installation.
D. E:ngine mount (isolator) system.
E. E:ngine exhaust tailpipe assembly, mounting and support system.
F. E:ngine and/or accessory vibration.
G. IIlade track check with blades on starting stops.
NOTE
The following step 5 blade track check procedure to be accomplished

only if there is indication of a problem with dynamic balance of the
propeller assembly and engine combination.
5.´• Blade track check with blades on starting stops for determination of blade "play" in the hub procedure as
follows:
A. F’osition No. 1 blade at the 6 o’clock position.

B. F’ull blade down to insure blade bearings are fully seated in the hub.
C. F’encil mark datum line on the front or camber face of the blade approximately at the centerline of the
dbord and two inches up from the tip.
Page 4 of 6
NOTE
Two inches should coincide with the termination of the first stripe
line on the blade tip.
D. Position a dial indicator set in the datum position to coincide with the pencil datum line.
NOTE
To insure correct readings the dial indicator datum position, and

the dial indicator stand position, must be maintained throughout
the blade tracking operation.
E. Hand grip the blade at approximately one-half (~z) length and gently move the blade forward to
extremity of play. Record dial indicator reading. Repeat sequence by moving the blade to the rear.
Record dimension measured.
NOTE
To insure accurate dial indicator readings extreme care must be

taken when moving the blade forward or to the rear to not exert
undue force and thus impart a bending moment at the tip.
F. Repeat sequence for blades no. 2 and 3.

G. Each of the three (3) blade readings should be within 0.125" of each other.
H. Individual tip readings taken as per Item E should not exceed .250".
NO. 10 HOLE DRILLED AND

COUNTERSUNKFORMS24694
BOLT LENGTH AS REQUIRED
TO ACCOMMODATE NUMBER
OFWASHERSNECESSARY
AN970-3 WASHERS
MS20305-1032 NUT
HC-B3TN-5DL
BULKHEAD UNIT
Figure 1. Hartzell Propeller Bulkhead
Page 5 of6
ABRADE BONDING SURFACE OF RUBBER
WITH MEDIUM CLASS PAPER: AFTER BONDING
OVERSEAL WITH MIL-S-0383 CEMENT.
NOTE
EC776SR OR EC847 MINNESOTA MINING AND MFG.

AND/OR PR100SL OR P/S444R P.R.C. CORP. ADHESIVE
CON FORMS TO MI L-S-4383.
664004215
BACKPLATE ASSY
AMS3212RUBBER
1.00" WIDE BY LENGTH
AS REQUIRED.
OPTIONAL MATERIAL:
MIL-s-6855(MIL-R-sss5)
CLASS4GRADEG0
FOR BALANCING PURPOSES

BOND RUBBER STRIPS TO
I
BACKPLATE WITH MIL´•S-4383
CEMENT.
Figure 2. Down/ Rotol Propeller Bulkhead
Page 6 of 6
690
Power Plant
switch, negative torque sensor switch, oil thermo 3. Rig engine controls to power and condi-
bypass valve, fuel flow transmitter and oil tempera- tion levers. See
paragraphs on rigging.
ture bulb, using standard torquing and safety wiring 4. Check and adjust propeller blade angle
practices. settings, if required.
m. Bleed trapped air from oil pressure and torque
oil lines.
ENGINE INSTALLATION n. Purge pickling fluid from fuel control unit on
new engines.
.Installation of the enginebasically the same as the
is o. Start and operate engine briefly then shutdown
reverse order of the removal procedure. However, engine and check for fluid leaks.
there are several special precautions listed below
which must be observed.
a. Inspect engine exhaust tailpipe and airframe

exhaust tailpipe for cracks, especially at welds and
j CAUTION
i
flange mounting holes, before installing new engine.
b. Carefully align engine with engine mount before Ifpropeller deice boots are installed,
moving the engine into the nacelle. When moving propeller spinner must be installed
engine into nacelle and engine mounts assure that all prior to starting engines.
lines, fittings, and engine components clear nacelle
structure and engine mounts. Attach side engine p. Perform ground operationalcheck of engine and
mount first. Torque attaching bolts to 425-470 inch- the following associated systems.
pounds. 1. Hydraulic
2. Electrical
WOTE 3. Inlet anti-ice
4. Emergency feathering
Use ofpunches or other tools for align- 5. Fire warning
ing spindle studs or engine mounts is 6. Engine bleed air
not recommended as this may elongate 7. Instrument
the bolt holes and damage threads.
PROPELLER
c. Route and install airframe fluid carrying lines
in same manner as installation of old engine. Assure
that lines are properly secured toprevent chafing and GENERAL DESCRIPTION
contact with engine components that may become hot.
d. Inspect flange of lower nose cowl inlet air scoop A reversible, constant speed, full-feathering Hartzell
and gasket for serviceability before installing lower propeller is installed on each engine. The propeller,
nose cowl on engine. which employs a one-piece steel hub containing inte-
e. Always use new oil seal ring between propeller gral blade bearing raceways, has three solid aluminum
hub and propeller shaft mounting flange and use special blades which are radially positioned by the bearing
care to evenly torque propeller mounting bolts. races and a combination blade clamp and counter-
f. Install upper nose cowl. weight assembly. A spinner encloses the propeller
g. Install starter-generator on engine drive pad, hub and dome to provide a smooth flow of air into the
using new gasket and the quick accessory disconnect, nose cowl air inlet duct. The spinner attaches to a
Torque the nuts to 155-165 inch-pounds, circular bulkhead installed on the rear face of the
h. Install generator cooling air duct. propeller hub. Automatic removable pitch latches in-
i. Connect starter-generator electrical wiring. stalled on the
bulkhead, locks the propeller blades
to
Each generator lead is routed through one of the small prevent feathering at engine shutdown. These latches
openings in the feeder protection relay, attached to also permit a check of the fuel control unit overspeed
the aft end of the starter-generator by a mounting governor since the engine can be operated on the
strap, before connecting to the B terminal of the ground with propeller pitch latches engaged. The
starter-generator. spring activated latches engage mechanical stop-
j. Install all necessary electrical wiring. plates, secured to tne blade clamp, when the spring
k. Inspect engine to assure that all accessories, force of the latches overcomes the centrifugal force
fittings and connections are safetied in the required holding them disengaged. To unlatch the propeller
manner. Safety wire must be installed in holes pro- blades after starting the engine, the power lever is
vided in the hardware and must be tight enoughto momentarily moved toward the reverse position.
prevent high frequency vibration of the wire. Movement of the propeller and centrifugal force draws
i. Accomplish the following adjustments and func- the latches away from the stop-plates. Latches will
tional tests as previously outlined in this manual, now clear the mechanical stops when the power lever
1. Depreserve engine. is advanced forward of the start position (see Figure

2. Service oil system. 4-13). 1
´•i,
-tL--.
´•t
REVa~iO N
4-24
TH~i RE~IS ES THIS PAGE
690
Power Plant
SPINNER
SA FET Y Z30LT
FLEXLOCK NUT
O-RING
OIL TRANSFER TC13L:

(BETA TUBE)
FEATHERING SPRINGS
PISTON
O-RING
REVERSE PITCH
DUST SEAL C~JJ STOP TUnE
BLADE BEARING
O
O
Olbdl
O
COUNTERWEIGHT
PROP SHAFT
AUTO LOW
POTSHCIP UN~S
OIL SEAL
MOUNT BOLT
PROPELLER SHAFT FLANGE

OIL
SEALPLUG
Figure 4-13. HC-B3TN-FL/LT10282H+4 Propeller

4-25
690
Power Plant
TESTER PIN FUNCTIONS
1. POSITIVE SUPPLY RED

2. COMMON TO ALL PICKUPS VIOLET
3. MASTER SYNCHRONIZER PICKUP LEFT ENG. BLUE
4. NOT USED GRAY
5. SLAVE PICKUP (SYNCHRONIZER) RIGHT ENG. WH~E
6. NOT USED YELLOW
7. MOTORINCREASE- ORANGE
8. MOTOR DECREASE GREEN
9. CENTERING BUS BROWN
10. NEGATIVE SUPPLY BLACK
O NOT USED DECREASE
O N(YT USED I ~Z Oq Og ~8 10
4 1 I 1 327
LAMP
2 1 "1 "3 V5 Y7 Ys
5 1 I I INCREASE
TERMINAL
BOARD G
FUS STA 178. 00
TESTER
Figure 4-14. Propeller-Synchronizer Tester Schemotic
PROPELLER OPERATION cored passages in the reduction gear housing. An oil

transfer tube (beta tube), extending aft from a threaded
Mechanical operation of the propeller is relatively connection in the propeller dome through the propeller
simple, however it is essential that the functions of drive shaft and into theported sleeve of the pitch servo
the engine control system, as related to propeller valve, directs oil to the propeller piston. Controlled
operation, is studied to gain a complete understanding oilflow from the propeller governor passes through
of propeller operation. The propeller pitch change the ports of the pitch servo valve and the oil transfer
forces toward low pitch thigh rpm) and reverse are tube, to position the propeller blades. Movement of
obtained from engine oil pressure boosted by the pro- the propeller dome piston produces a corresponding
peller governor oil pump. Propeller pitch change movement of the oil transfer tube. This changes the
forces toward low pitch thigh rpm) are always opera- relationship between the ports of the pitch servo valve
ting against the forces exerted by the feathering spring and oil transfer tube to provide a blade angle feedback
and inertia produced by the counterweights. When signal to the engine controlsystem. The relationship
these combined forces exceed the metered oil pres- between the ports of the oil transfer tube and pro-
sure to the propeller piston the propeller blades will peller pitch servo valve, and the oil pressure regula-
automatically move toward the high pitch position, ting functions of the propeller governor are all inter-
and willeventually move to the full feathered position, related by the engine control system to establish the
if there is no oil pressure on the propeller dome piston propeller blade setting according to engine power re-
to counteract this reaction. Oil pressure to move the quirements. A propeller feathering valve, installed
propeller blades toward the low pitch and reverse in the reduction gear case, interconnects the cored
positions is transmitted from the propeller governor oil pass~es between the propeller governor and
to the propeller pitch servo control valve through pitch change valve to provide an automatic and manual
4-26
690
MAINTENANC~ MANUAL Section IV
Power Plallt
means for propeller feathering. This valve reacts to

WO1E
a negative engine torque condition or may be manually
actuated by the condition lever. When either of these Make sure the threaded bushing of the
conditions occur, the feathering valve blocks off gov- adjustable rod end assembly is returned
ernor oilpressure to the propeller dome and propeller at the end of its outward travel by the
dome oil flows into the oil sump. This allows the pro- stop on the housing. Also replace rod
peller blades to move toward the feathered position. end bearing at this time.
Feathering action can be halted
by applying engine
power to eliminate the negative torque condition. An
unfeathering pump, located on the firewall, is pro- e. Rotate the splined shaft in the rod end assembly
vided for unfeathering the propeller. This pump uses (or rod end trimmer) by hand and count the total
oil from the engine oil tank to force the propeller number of turns available (attach the flexible shalt
dome piston forward, causing the blades to rotate to- and turn the free end). Return it to the center of its
ward the low pitch position. Engine oil from the un- range.
feathering pump is routed to a fitting on the pitch f. With the adjustable rod end ~ssclnblg (or rod
servo and then to the propeller dome piston through end trimlller) centered, rig the Ilush-l,ull contr´•ol just
the oil transfer tube. as you would with standard riggillg.
g. Again manually rotate the rod eltd (ol´• rod end
trimmer) to one end of its travel. Move cockpit
PROPELIER SYNCHRONIZATION SYSTEM condition controlthrough its entire range vldobservce
the governor speed adjusting lever tci be certain it hits
both maximum and minimum rI,m stol,s. Manually
The propeller synchronization system automatically
synchronizes propeller speeds to reduce vibrations rotate the rod end to the ol,l,osite end of its tral’el arld
and noise in the aircraft cabin. The propeller syn- again move the cockpit colldition conlrcil through its
chronization system is comprised of: a transistorized entire range. This assures that tile aircraft rigging
synchronization control box, a speed setting actuator, allows stop to stop travel with any Itossiblf rod end
and two governors. Magnetic pickups mounted in each setting.
h´• Count the total turns available in the speed
propeller governor, supply electric pulses to the
synchronization control box. Any difference in these setting actuator motor and turn to the celltcr of its
pulse rates will cause the control box to actuate the range (turn clockwise or coulltere tackwise by illserling
speed setting actuator located on the slave (rightj a screwdriver in the actuator drive and tur~l bS’ h:lndj.
The speed setting actuator, which is con- Recenter the rod end and connect tile Ilcsible shrtlt to
engine.
nected to the fuel control underspeed governor lever, the actuator and rod end.
moves the governor control assembly to precisely

PROPELLER SYNCHRONIZATION TROUBLE
synchronizethe slave engine with the master (left)
engine. Propeller governor control and operatioll SHOOTING. The system matches the RPM of the two
remains normal except that; once the propellers are engines. All the functional tests shall be conducted
the system after´• tile complete installation of Ille
manually synchronized within 1/2 percent rl,m (pro- on
peller speed) the synchronization system will auto- components on the aircraft. A propeller- synchronizer
matically match the rpm of the slave engine with the tester for trouble shooting should be fabricated loc~tllv.
master engine when the control switch is placed in the A schematic is provided for this purl,ose, sec Figure
ON position. The amount of propeller control exer- 4-14.
cised by the synchronization system is limited. This
limited range feature prevents the slave engine from a. Connect the prop- synch roniz cr t est cr in I,a r.a Ilr;l
losing more than a fixed amount of rpm in case the with T-strip at Station 178. See tltat t~le coIlrlc-ctitjlts
master engine is feathered while the synchronization are properly made.
system is ON. An indicator light (PROP SYNC WARN- b. Open the circuit breaker and check for the fol-
ING) in the annunciator panel illuminates to indicate lowing resistance values at the test jacks:
when the prop sync on is not appropriate. 2 to 3, or 5 60 8) Ohms
2 to 7, or 8 7.5 Ohms
PROP E LLE R SYNC HRONI Z ATION SYST EM RIGGING. 7 to 8 15 Ohms
Rigging procedures previously outlined for the engine c. Close the circuit breaker and see that the con-
control system remain unchanged when the propeller trol box is in the OFF position.
synchronizer system is installed. The following steps d. Start the
right engine and run at 98 percent RPM.
are necessary for proper rigging of the speed setting e. Start the left
engine and run at 98 percent nlillus
actuator to the trimmer(special rod end fitting) which afraction (approximatcly 97.8percenl). Thcrcl
connects to the fuel control. should be no pulsing of lights.
f. Switch on the control box.
a. Disconnect the flexible rotary shaft from the g. After a short lapse of time, the left and right
speed setting actuator. lights of the tester should flash alternately. The
b. Disconnect the flexible rotary shaft from the flashing may occur several times a minute to 30 or
rod end assembly. more per minute.

c. Disconnect the rod end assembly from the gov- h. At no time should a light conte on continuousl~v
ernor. but simultaneous pulses may occur occasionally.
d. Clean and lubricate rod end assembly. Replace i. The RPM indicators should show the same rcad-
any worn parts and reassemble, ing (1 percent difference in the readings is allowed).
4-2’i
690
Power Plant
CONDITION PROBABLE CAUSE CORRECTION
Double pulsing (both lights Excessive voltage spikes on bus caused Isolate and repair/replace acces-
flashing at same time). by generator or other accessory. sory.
Defective control box. Replace control box.
Magnetic pickup voltage set incorrectly. Isolate and repair/replace acces-
sory.
Either or both lights on Defective controlbox, actuator or wiring. Disconnect and (if necessary),
continuously, replace controlbox. Check
Step c. and Step m.
No pulsing. Defective control box or wiring. Correct per first condition.
Excessive pulsing in Excessive torque required to trim the Determine malfunction per electri-
one direction, governor in one direction (assuming the cal checkout sheet. Check for high
governor and the propeller are equally friction level or misalignment in
responsive in either direction). flexible shaft or trimmer.
Synchronizer action is Slave engine speed is off the 1-1/2 per- Adjust the speed of the slave
limited to insufficient cent RPM of the master engine speed. engine manually.
range.
Actuator and trimmer were not centered Disengage flexible rotary shaft at
when flexible rotary shaft connected. one end, recenter actuator and rod
end and re-engage shaft.
High friction level at one end of Clean, lubricate and check for mis-
trimmer, alignment.
Perfect synchronization RPM indicator(s) are out of tolerance. Check and replace the RPM indi-
but the left and right RPM cator(s).
indicators do not read the
same value as mentioned
in Step j.
Figure 4-15. Propeller-Synchronization System Trouble Shooting Chart
j. Decrease the RPM of theright hand engine by 3. 1 to 7 or
an approximately 1/2 percent. The in-

indication of 1 to 8 24V to 30V. This drops to
crease light should flash rapidly severaltimes, and about 2 volts during a motor
the propellers should audibly resynchronize. pulse. 7 is the increase
k. Increase the RPM of the right engine by an inside and 8 is the decrease
dication of approximately 1 percent. The decrease side.
light should flash rapidly severaltimes, and the pro- 4. 2 to 3 or
pellers should audibly resynchronize. 2 to 5 .5 to 3V RMS.

i. A perfect operation of the system should also n. For detailed trouble shooting procedures, see
be confirmed by a smooth anduniform noise imparted Trouble Shooting Chart, (see Figure 4-15).
by the propeller.
m. If the system is not meeting the synchronization PREVENTIVE MAINTENANCE. No maintenance is
requirements, check the following voltage at the test required controlbox, actuator, flexible sh~tft,
on the
jacks after Step i. has been made. or trimming assembly, apart from visual inspection
1. 1 to 10 24V to 30V at the time of regular aircraft inspections. Make
2. 1 to 9 Zero when the actuator is sure connections, flexible shaft,
that the electrical
centered but 24V to 30V etc., are securely attached. Every 100 hours in-
when the actuator is un- spect the rod end assembly, paying particular atten-
centered. tion to the rod end bearing. Engine oil should be
4-28
690
Powfr´• Plant
External leakage Damaged preformed packings. Replace packings.

from dome.
Propeller will not Weak or broken feathering spring. Replace.

feather.
Excessive friction. Check ball bearings for rough or
chipped areas. Replace bearings.
Improper control rigging. Rerig as required.
Contamination of unfeathering valve. Remove contalninatio~ front valve

portion accessible from rear of
reduction gear section.
Negative torque pressure regulator Adjust negative pressure re6~lator.

valve out of adjustment.
Propeller will not Unfeathering pump inoperative. Check wiring. Re!,lnce I~unll, as
unfeather. necessary
Oil level low. Check engine oil level.
Vibration Spinner loose. Check spinner attaching bells.
Counterweight loose or damaged. Tigtlten or replace counterwfigllt

after inspection for blade shank
damage.
Propeller loose on shaft. Tighten propeller.
Blade out of track. Check blade track. If not within

0.125-inch, replace propeller.
feathers at Low pitch stop latches not engaging Replace stop plates free sticking
Propeller are or
engine shutdown. stop plates. stop latches.
Stop plates broken or worn. Replace stop plates.
Stop latch springs broken. Replace spring.
Propeller rigging out of adjustment. Rerig system.
Propeller will not Pitch servo valve not operating or out of Check valve, adjust or replace.
reverse. adjustment.
Reverse pitch stop tube broken. Replace tube.
Propeller blades will not Beta tube defective or out of adjustment. Check tube and adjust or replace.
return from reverse
position. Pitch servo valve not operating or out of Check and adjust or replace.
adjust ment.
Figure 4-16. Trouble Shooting Propeller

4-29
690
Section IV MAINTENANCE MANUAI
Power Plant
TORQUE TABLE
ITEM TORQUE (LNCH-LBS)
Starter-Generator 155-165
Hydraulic Pump 95-105

Tach Generator 50-55
Prop Pitch Control 25-30
Prop Governor 95-105
Torque Pressure Boss 20-25

Bleed Air Port 35-40
Bolts (attaching engine bracket to engine) 425-470
Engine Mount Pad Center Spindle Nuts 450-500
Bolts (attaching spindle bolt to engine bracket) 950-1000
Bolts (attaching mount retainer to engine mount) 350-390
Fuel Nozzle 60-65
Fuel Control Unit 70-75
Propeller Attach Bolts 1200-1500
Propeller Spinner 35-40
Figure 4-17. Torque Values
kept clean. A
high percentage of governor troubles is no damage to the reduction gear. Propellers
may be to dirty engine oil, which deposits
traced subjected to static impact with solid objects must be
sludge and varnish on the internal governor parts inspected for evidence of bending, twisting, or other
and may cause sluggish operation. If this occurs, obvious damage. If this inspection produces no evi-
the governors should be disassembled and cleaned dence of damage and the propeller blades are in track
by an approved governor overhaul facility, the propeller may be continued in service for a max-
imum of 50 hours. For complete information con-
PROPELLER MAINTENANCE. Suggested trouble cerning impact damage refer to the Hartzell Propeller,
shooting procedures and corrective measures are Technical Manual. Particular attention must be
contained in Figure 4-16. This listing of probable given to unusual engine vibrations or noises during
causes for propeller malfunction assumes that the the subsequent ground run of the engine and next flight
mechanic is familiar with the engine control system on the aircraft. A noticeable increase in engine/
and operating technique. Each suspected malfunction propeller vibration shall be cause for propeller re-
of the propeller must be carefully analyzed and sys- placement.
tematically checked before propeller or engine parts
are replaced, or adjustments made. ROUTINE MAINTENANCE. Routine maintenance of
the propeller primarily of checking the
consists
IMPACT DAMAGE. If the propeller strikes an ob- spinner for damage and security of attachment, and
ject causing a sudden engine stoppage, the engine inspection of the propeller blades for nicks and
must be removed and replaced. Damage can still gouges that require repair. Special attention should
occur, especially engine impeller, if the pro-
to the be focused on the early discovery and correction of
peller strikes an object but doesn’t stop the engine, propeller oil leaks. Any oil leakage from the pro-
In this case the engine impeller should be checked peller requires repair as soon as possible. Hot
for damage. In all probability, the engine torque engine oilmay cause the inlet air temperature sensor
sensing system will uncouple in the negative torque to feed false data to the fuel control unit and modify
condition when the propeller blade strikes an object. the fuel flow schedule to the engine. The propeller
This will necessitate an engine change even if there spinner, therefore, should be removed periodically
4-30
690
Power´• Plant
and the propeller dome and hub inspected for evidence propeller essentially the reverse of the removal
is
of oil leaks. All
exposed propeller hardware should procedure. Necessary precautions must be taken to
be inspected for security and correct installation of assure that a new O-ring is installed on the propeller
lockwire and cotter pins during this inspection. shaft before the propeller is installed. Make certain
Clean the inside of the propeller spinner when it is this oil seal is not twisted or rolled.
removed.
a. Clean propeller and engine flanges! removing
Cleaning any possible nicks which
might prevent mating.
b. Install O-ring on to engine shaft.
Propeller blades are cleaned with soap and water or c. Install propeller on to engine shaft.
cleaning solvents having approved safety character- d. install eight bolts and washers through engine
istics. A light film of clean oil should be used to flange into propeller flange. Torque to 1200-1500
prevent corrosion of propeller blades and is most inch-pounds and lockwire, (see Figure 4-17).
effective when applied to a clean propeller after flight. e´• Install beta tube toil trrulsfer tube) through the
Carefully clean propeller blades with shop towels be- front of piston. Use O-ring furnished with tube.
fore inspecting the blades for cracks or making re- Adjust tube in and out to obtain proper compatibility
pairs to nicks and gouges. Evidence of propeller of engine propeller control system.
blade corrosion will most usually be found in the f´• Install safety bolt.
bottom of pits and abrasions caused by normal airc raft g´• Check propeller for safety and clearance be-
use. These pits andabrasions should be given special tween fixed and moving parts.
attention when c leaning and inspecting propelle r blade s. h´• Check propeller for oil leaks. using the un-
feathering pump prior to installation of the spinner.
Blade Inspection i. Install propeller spinner.
j. Perform operational check of engine and pro-
Inspect propeller blades for scratches, gouges, nicks, peller.
and pitting and burns caused by lightning strikes.
(When a propeller blade is struck by lightning it must
be removed and replaced. Inspect blades for possible PROPELLER DISASSEMBLY
splitting of leading edges and tip radiicaused by abra-
sion and corrosion in the bottom of pitted areas. Field activities shall lilnit gr´•apcllcl. disassclnlti!´• to
Splitting of leading edges or tips may be cause for the replacement of seals in the prullcller dome altd
immediate propeller replacement. Any blade re- replacement of the bearing races, blades;tnd 0- rin~s.
pairs should be made in accordance with the manu- Complete disasselnbly, whicll must be
facturers instructions and applicable FAA regulations. by an authorized overhaul facility, requires the use
Inspect hub and blade for evidence of cracks and of special tools. Disassembly of the prol,cller Illust
possible oil leakage due to defectiveO-rings or seals. be accomplished a clean, dust free area, and par´•-
in
ticular attention shall be given to the protection of
PROPELLER REMOVAL. To propeller from
remove machined and polished surfaces of all parts. Do not
the engine, proceed as follows (see Figure 4-13): intermingle propeller parts and be sure all parts are
replaced in original positions. The propeller ntust be
partially disassembled while installed on the aircraft
CAUTION I in order to remove the oil transfer tube from the
engine propeller shaft. To disassrnnblcthe ItroPellcr.
proceed as follows:
Remove beta tube toil transfer tube)
before removing propellers. Refer
to paragraph under Oil Transfer Tube CAUTION
Removal.
a. Remove attaching sc rewsfrom propeller spinner Remove beta tube toil transfer tube)
and bulkhead and remove propeller spinner. before removing propellers. Refer to
b. Drain engine oil. paragraph under Oil Transfer Tube
c. Remove bolt and lock nut locking, oil transfer. Removal.
tube to piston head.
d. Place propeller blades in feather position. a. Place propeller on suitable stand.
e. Carefully unscrew oil transfer tube from engine b. Remove flexlock nut from front of piston. link
by turning counterclockwise. Use caution to prevent pin units from side of piston, and piston ffoni cvlindef.
damage to oil transfer tube. Also remove O-ring and dust seal.
f. Attach propeller sling to blades, connect lift c. Unscrew feathering spring nssembly nl,d I´•c-
ring to hoist, and remove eight bolts securing pro- move O-ring from elld of
pilot tube.
peller to engine shaft flange. Remove propeller from d. Remove cylinder by inserting a olle-inc~t bar in
engine. slots formed in the front end, and unscrew cylinder
from hub. Remove O-ring from cylinder.
PROPELLER INSTALLATION. Installation of the e. Use a grease pencil and mark the centerline on
4-31
690
Power Plant
CONDITION
CONTROL
PROPELLER PITCH POWER

CHANGE ~ALVE LEVER
PROP PITCH FUEL

UNFEATHER
ACTUATOR CONTROL
PUMP
I I
1:
MANUAL ENGINE CONTROL

TORQUE PROPELLER QUADRANT
FEATHERING
SENSOR GOVERNOR
VALVE
OIL TANK
OIL TRANSFER
TUBE 500/0
(BETA TUBE) d SWITCH
AIR START
LEGEND ENGINE
CONTROL
ELECTRICAL ACTUATION O SWITCH
MECHANICAL ACTUATION FUEL ON
o( os
Figure 4-18. Propeller Governor and Torque Oil System
the blades and clamps. Record blade numbers and PROPELLER REASSEMBLY
matching clamp numbers.
f. Remove link arms. Reassembly propeller is accomplished in re-
of the
verse order disassembly.
of All parts shall be
cleaned in cleaning solvent PD -880, and dried with
compressed air. All preformed packings and seals
CAUTION shall be replaced with new parts at time of reassem-
bly. Metal parts and preformed packing are to be
lubricated with petroleum vaseline before assembly.
When clamps are removed, the ball New bolts, self locking nuts, and cotter pins shall be
bearings may drop out. These should usedto assemble the propeller. Safety wire all
be caught in a container held below the hardware as required. Other items of special note
bearings. and importance to propeller reassembly are as follows:
g. Remove propeller blades, being careful not to a. Install blade races. Races are identified and
damage blade races. Protect blade butt by capping should be matched with proper blades. Install_pro-
or wrapping in cloth. Remove blade races and keep peller blades, taking care not to damage blade races.
races together and identified by blade from which re- Blades are identified and should be matched with
moved, blade clamps.
b. Install link arms.
WOTE c. Place O-ring on cylinder.

new
d. Install cylinder by inserting a one-inch bar in

Further disassembly of the propeller slots on the front end, and screw cylinder into hub.
by fieldactivities is not recommended. e. Screw feathering spring assembly in. Install
4-32
690
Power Plant
new O-ring on end of

pilot tube. FUEL PUMP. The fuel pump, installed on a rcduc-
f. Install piston O-ring and dust seal, install
new tion gear housing drive pad, is attached to the fuel
piston on cylinder. Install link screw units to side of control unit and consists of two elements: a boost
piston and torque to 40-50 foot-pounds. Install flex- pump and high pressure pump. Inlet fuel pressure is
lock nut on front of piston, boosted by the injection boost element of the pump and
g. Add stops to spinner bulkhead. Install spinner then passes to the high pressure pump then through
bulkhead with spinner mounting plate. the fuel filter before fuel enters the control unit. The
h. Remove propeller from support. high pressure element of the fuel pump incorporates
i. Install propeller assembly on engine and install a pressure relief valve. These components are de-
mounting bolts. Torque bolts to 1200-1500inch- signed to protect the fuel controlunit from damage by
pounds. contamination or overpressure, and to assure a posi-
j. Carefully screw oil transfer tube (beta tube) tive fuel flow to the engine if the filter becolllcs
into the piston. Use caution to prevent damage to oil clogged.
transfer tube.
k. Installbolt and locknut which locks oil transfer UNDERSPEED GOVERNOR. Flyweights, reacting to
tube (beta tube)piston head.
to the effects of
centrifugal forces! constitutes the
i. Checkpropeller for oil leaks, using unfeathering principle of underspeed governor operation. The
pump, governor which is driven bythe fuelcontrol unit drive
m. Install propeller spinner and torque screws to shaft, is attached by its rotating shaft to a fuel meter-
35-40 inch-pounds. ing valve within the fuel control unit. Condition lever
n. Perform operational check of propeller and position determines the engine speed at which the
engine in accordance with instructions outlined in this governor flyweights are free to react to t he c cnt r if ugnl
section. forces of rotation and modulate the fuel metering valve
according to engine speed and power requirements.
When the power lever is moved between reverse and
flight idle, the propeller blade angle is changed by
ENGINE CONTROLS repositioning the propeller pitch servo valve. The
tendency of the engine to Lose speed because ot i,ro-
peller pitch change, is sensed by the underspeed gov-
Engine controlcomponents are part of the basic engine ernor flyweights, and the fuel metcrillg valve opens
and supplied by the engine manufacturer. Some of to increase fuel flow to the engine. The resultant in-
these controls may be appropriately identified as pro- crease in power prevents a droi, in
engine
pellercontrols; however, the total functionof the speed. When the power lever is moved forward of the
engine controlsystem is so completely integrated and flight idle setting the fuel metering function of the
coordinated that allcontrol components are discussed underspeed governor is phased out, and the propeiler
under this heading. governor assumes control of engine speed, and fuel
flow to the fuel control unit is regulated by the main
metering cam.
FUEL CONTROL UNIT

OVERSPEED GOVERNOR. The overspeed governor
A fuel boost pump is incorporated on the drive end of employs the flyweight principle of ol,eration, and is
the fuel control unit. Disassembly of the fuel control driven by the fuel controlunit drive shaft. Flywrights,
unitby field maintenance activities is not recom- attached to a normally open rotating speed val~c´•. art
mended. The fuel control unit has two manual control calibrated to move the valve towards the closed posi-
inputs; underspeed governor and main metering
the tion when the engine tends to overspeed. The main
cam control shafts. The underspeed governor shaft purpose of the overspeed governor is to prevent en-
control arm is connected directly to the condition gine damage resulting from an uncontrollable over-
lever bellcrank by a push-pull cable and is intercon- speed. It also eliminates the momentary overspeed
nected with the propeller governor by mechanical that tends to occur before the propeller governor in-
linkage. Movement of the power lever forward of creases the propeller blade angle to absorb an ill-
flight idle isolates the underspeed governor from the crease in engine power.
control system and allows engine speed to increase

until it is limitedby the propeller governor or fuel
control unit overspeed governor. The main metering PROPELLER CONTROLS
cam lever is actuated by mechanical linkage from the
propeller pitch servo valve. Movement of the power The

propeller control system consists of a i,ite h servo
lever moves the pitch servo valve control arm and the valve, propeller governor, and unfeathering valve.
main metering cam control lever simultaneously. Operations of these three components are interrelated
After the fuel control unit manual controls have been and coordinated with the fuel control unit and the elt-
positioned, according to the desired operating condi- gine torque sensing system, to provide control of
tions, the remainder of the control unit functions are engine power and speed as established by the positions
automatic. Fuel flow and discharge pressure, are of the condition and power levers. During flight, the
regulated in response to variations in engine speed, propeller governor maintains a constant engine speed
changes in compressor discharge pressure, and and power utilization, by variation of propeller blade
temperature as measured by the sensor unit installed angle in response to changing flight conditions arld
in the inlet air duct. fuel flow. A propeller unfeathering pump, located in
4-33
690
Section IV MANUAL
Power Plant
each engine nacelle, provides oil pressure for pro- from front of propeller piston, and then remove flex-
peller unfeathering (see Figure 4-18). lock nut which secures oil transfer tube (beta tube) to
propeller dome. Use caution to prevent loss of pro-
PROPELLER PITCH SERVO VALVE. This valve is peller subassemblies. Special care should be exer-
installed on the aft face of the reduction gear housing, cised to prevent bending or burring of the oil transfer
in the exact centerline of the propeller drive shaft. tube as it is removed from the propeller piston and
A ported oil transfer tube (beta tube), attached to the propeller drive shaft. Always check the tip of the oil
propeller dome piston, extends aft through the pro- transfer tube, especially in the last six inches of the
peller shaft and fits into the sleeve of the propeller tube, for evidence of metallic interference each time
pitch servo valve. The pitch servo valve is inter- it is removed.
connected with the propeller governor and manual
feathering by cored oil passages in the reduc-
valve Storage
tion gear housing, which carries governor oil pump
pressure to the pitch servo valve where it is routed The oil transfer tube (beta tube) shall be cared for in
through the oil transfer tube to the propeller dome, the same manner precision micrometer. When
as a
An internal cam, actuated by the external control an oil transfer tube is placed in storage, even for a
arm of the pitch servo valve, varies the position of short period, it must be cleaned and preserved with a
the valve in relation to the ports of the oil transfer corrosion inhibitor and protected from the possibility
tube to furnish manual control lever propeller pitch, of being scratched or bent. Special attention must be
when the power lever is located in any position be- given to protection of the tip area which penetrates the
tween flight idle and full reverse. When the power propeller pitch servo valve sleeve.
lever and condition lever are positioned for flight
operation the oil transfer tube moves within the pitch Installation
servo valve to route the propeller governor oil flow
to the propeller dome. The functions of the propeller Always clean the oil transfer tube (beta tube) and
governor and oil transfer tube are now integrated and carefully inspect it for scratches, burrs or bending at
propeller pitch is modulated to maintain constant the tip of the tube prior to installation. Lubricate the
propeller speed and engine power utilization accord- transfer tube with engine oil before installation into
ing to the position of the engine controls. the propeller drive shaft. When installing the oil
transfer tube in the engine be alert for metallic inter-
Manual Pitch Control ference. Do not confuse the drag caused by O-rings
with metallic interference. The differencebetween
Movement of the power lever between flight idle and drag and metallic interference can be determined by
reverse manually regulates propeller pitch by posi- feel if the transfer tube is generously lubricated.
tioning the ported sleeve of the propeller pitch servo After installation of the transfer tube and with the
valve. Oil flow from the propeller governor is meter- propeller in the full feathered position move the power
ed through the ported sleeve of the pitch servo valve, lever through its full range of travel and carefully
flows through the ports of the oil transfer tube to the check for evidence of interference. Maintenance
propeller dome piston, and establishes the desired personnel should also be alert for any evidence of oil
propeller blade angle by actuation of the pitch servo transfer tube interference while adjusting the pro-
mechanism. When the ports of the oil transfer tube peller blade angle setting. If there is evidence of
move out of alignment with the ports of the pitch servo metallic interference check the propeller installation
valve sleeve, forward movement of the propeller dome for correct alignment at the propeller drive shaft
piston is limited. This is the relative position between flange.
the pitch servo valve and the oil transfer tube when
the power lever is located at flight idle, and estab- PROPELLER GOVERNOR. The propeller governor
lishes the propeller low pitch limit. When the power is installed on accessory drive pad located on the
an
lever is moved from flight idle toreverse, the cam left rear of the reduction gear housing. An oil pres-
which controls the pitch servo valve changes the re- sure pump incorporated in the governor, supplies
lationship of the valve with the ported oil transfer regulated high pressure oil for operating the propeller
tube. The pitch servo valve then moves forward with pitch servo mechanism. Engine oil is internally di-
the propeller oil transfer tube so that governor oil rected to the governor through its high-pressure oil
pressure can force the propeller blades beyond the pump inlet. Governor oil pump regulated pressure is
low pitch limit and into the negative or reverse pitch by an internaloil pressure relief valve, in the
limited
position. propeller governor. The propeller governor utilizes
the flyweight principle of operation. Spring-loaded
OIL TRANSFER TUBE (BETA TUBE). The oil trans- flyweights, actuated in response to variations in cen-
fer tube is a component of the engine control
vital trifugal force caused by changes in engine speed,
system and requires special handling during removal, move a sliding valve within the governor which modu-
storage, and installation. lates the oil pressure transmitted to the propeller
pitch servo mechanism. The engine speed, selected
Removal by positioning the condition lever, is maintained con-
stant by increasing or decreasing the propeller blade
Remove spinner dome. Remove safety bolt and nut angle. Adjustable stops are provided in the propeller
4-34
690
MAINT~NANCE MANUAL Sectioii IV
Power Plalll
governor for adjusting the range of engine speed con- wllere it is routed to the propeller dome througt~ the
trol. The low-speed stop is set at 94 (r 0. 5) percent oil transfer tube. An electric motor is used to drive
engine speed. The setling at which the propeller the unfeathering pump and the pump is controlled by
governor assumes automatic control of propeller the ellgine control switch, located in the overhead
speed and engine power, depending on I,ower lever switch panel. The unfeatllering pump will operate
position, is 96. 5 (f 0. 5) percent with condition lever when the engine control switch is placed in the AIR-
at maximum. During takeoff and flight, engine speeds START RUN, or GND-START RUN positions. It is
in excess of 100. 5 percent are controlled by the pro- possible for the ut~eatllering pump to lose its prinle
peller governor high-speed stop. The propeller trov- when the pump is used in conjunction with propeller
ernor controlling range, between 96. 5 0. 5) percent blade angle adjustment and the engine oil tank is
and the high rpm stop, provides the necessary control pumped empty. For this reason, propeller unfeather-
of engine speeds during all flight conditions and corre- ing should be functionally checked after propeller
spends to the cruise and high rpm positions of the maintenance and blade angle adjustment is accom-
condition lever. Synchronization of the propellers plished. Limit the functional check of the unfeather-
during flight is accomplished by adjustment of the ing pump to a one-minute operation for cold oil and a
appropriate condition lever. thirty-second operation for oil at operating tempera-
ture. Check that engine gear case sump is scavenged
PROPELLER FEATHERING VALVE. The propeller to dipstick full mark by engine relation by hand. This
ieathering valve is installed on the reduction gearhous- is to prevent the possible detrimentaleffect of accum-
lation of static oil on the main rotating group carbon
ing, between the propeller governor and pitch servo
unit. It is positioned so the normally open ports of oil/air seals.
the valve are aligned with the cored passage convey-
ing governor oil pressure to the pitch servo valve.
The feathering valve extends aft through the reduction
UOIE
gear housing to expose the valve plunger connection

The starter may be used to rotate the
for attachment to the manual feathering cable. Movc-
ment of the condition lever to emergency feather engine if the vent valve is de-activated.
actuates a dual cable assembly having a single attach
point. The dual cables attach to the feathcring
valve and manual override lever of the fuel shutoff
valve. Movement of the condition lever to emergency PROPELLER BLADE ANGLE SETTING
feather and fuel off actuates these two components in
the correct sequence of operation as follows: the fuel
shutoff valve unlatches, sl,rings back to the closed WOtt
position, and shuts off all engine fuel; the leatherinl:
valve plunger is pulled out to the position, There are two factory authorized pro-
closing off the oil passage between the propeller gov- peller blade installations. The original
ernor and pitch servo valve, and opening a port to factory delivered blades were P/N LT-
dump propeller dome oilinto the reduction gear hous- 10282. The second installation is the
ing. As soon as governor oilpressure to the propeller factory approved STC-SA546GL. These
is shut off, the combined forcesof the propeller coull- blades are identified by P/N LT-10673
terweight centrifugal moment alld the propeller fcn- (check log book and determine which
thering spring push the propeller I,iston nft to feather propeller blades are installed on air-
the propeller blades. This empties tile prol,clltr plane). Installation, rigging, and pro-
dome of controloil, which flows back through the cedures for setting. blade angles are the
propeller pitch servo valve and dumps into the cllgille same; however, the blade angle settings
case. The propeller feathering valve will operate are measured at different reference
automatically when the engine is operating ill a nega- stations and the blade angle settings are
tive torque condition. This is accomplished by inter- different and must be strictly adhered
connecting the ncgntive Lorc]ucl,ressure rchrlllator with to.
tile fenthering valve so tllat a negative torque colldition
causes a governor oil I,rfssurr buildup across tile
feathering valve and Inovcs it toward the Icathcr The basic propeller blade angle setting is established
position. When the negative torque condition is cor- at the prescribed
flight idle pitch limit for the pro-
rected an internal spring in the featlieriiig valve rc-
peller installation. This setting is determined by the
turns the valve to its normal I,osition, allowillg tl~r relationship between the ports of the oil transfer tube
propeller to return to governor colltl´•ol. and ported sleeve of the propeller pitch servo valve
when tile pitch servo valve is in the flight idle position.
UNFEATHERINC PUMP. Boosted oil pressure is Adjustment of the bl;tde angle setting is accomplished
required to overcome the force of the prol,eller fea- by altering the position of the oil transfer tube (beta
thering spring in order to move the prol,ellcr blades tube);lnd must be perfornied each liine the proi,fllcr
out of the feathered position. This oil pressure is is removed. A check of propeller blade angle setting
supplied by the ullfeathering pump that obtains its oil shall be accoml,lishfd nnyti~ne the I,itch srrv!,
from the engine oil lank. Lines from the pump direct valve is replacfdor L~ssociatfd engine controls ri~ging
high pressure oil into a fitting on the pitch servo valve is altered. Propeller bl:lde angle should be
3 -1-3:i
Change
690
Powcl´• Plallt
anytime the aircraft tends to yaw just before touch- b. Attach the rod end to the lever of the engine
down. Measure propeller blade angles at the following pitch control, tighten rod end fittings and hardware
reference station: and relnove rig pins.
PROPELLER BLADE REFERENC E WOTE

MODEL STATION
Do not move push-pull cable or link-
LT-10282 at 30-inch station age, but adjust rods or rod ends to
LT-10673 at: 42-inch station match lever on the engine.
Blade angles are measured with the blade in a hori- c. Adjust the aircraft linkage and input arms as
zontal position and leading edge down. Correct blade required to meet the following table.
angle adjustment, etc. Correct blade angle adjust-
ment is important for proper engine operation. See WOTE
rigging and testing procedures for proper adjust-
ments. Always approach the flight idle rig pin
position from maxitnum position and do
not slam the controls
ENGINE CONTROL RIGGING
Rigging of the engine controls consists of the proper POWER LEVER POSITION
alignment and coordination of the control linkages
interconnecting the engine control components, and QUADRANT FUEL CONTROL PITCH CONTROL
correct adjustment of the cables and push-pull rods
which actuate these controls from the engine control Flight idle Rig Pin (400) Rig (400)
Pin
quadrant. The multiple functions of the power and Max, Power 104 20) 100 30)
conditionlever controlsystems are soclosely coordi- Full Rev. 0 30) Rig Pin (00)
nated that a rigging check of both the interconnecting Ground Idle 250 or less
engine control components and rigging of the power,

and condition controls in accordane e with the following d. Check power lever for smooth, free movement
instructions must be complied with whenever an engine operation and correct position of en-
in ,711 ranges of
component, controlled by the power or condition gine controlcomponents for each corresponding posi-
levers, is replaced or adjusted. Linkages intercon- tion of power lever. Both the left and right engine
necting the engine control components are rigged by main metering valve protractor angle must track
the engine manufacturer and will, in some cases, within 1 degree of each other with matched aircraft
require only checking prior to adjustment and con- power lever positions.
nection of the control lever cables to the engine con- e. Aircraft controls must be adjusted as required
trolcomponents. Propeller blade angle settings shall to obtain 1/8 to 3/16 inch spring back, as measured
be checked concurrent withthe control system rigging, on the quadrant cover, at maximum power and at full
Operational check of the engine is mandatory after reverse ends of travel.

rigging the engine control system or adjusting the
propeller blade angle setting.
CONDITION LEVER CONTROL
RIGGING. These instructions contain datafor rigging,
engine component interconnect linkage, engine air- a. With the engine fuel control condition lever at
frame and propeller to engine, after components have the low rpm stop, position condition lever in cockpit
been installed. It also incorporates engine run checks, against the low rpm stop and tighten the quadrant
fuel control trim data, flight test checks and require- friction lock.
ments and post flight test corrective rigging and trim b. Attach the left engine push-rod and the right
data. The entire instructions or selected portions engine propeller synchronizer rod ends to the lever
can be used. In the instructions using push-pull on the respective engine fuel control condition lever,
cables, exercise extreme care in handling the cables. tighten rod end fittings and hardware.
See the portion on cable handling, c. Adjust the aircraft linkage and input arms as
required to meet the following table:
POWER LEVER CONTROL
CONDITION LEVER POSITION
a. With flight idle
rig pins in engine, slowly posi-
tion power lever in cockpit against the flight idle stop, QUADRANT FUEL CONTROL PROP GOVERNOR
as approac2led from the maximum position, and tighten High 42 (1 20) Maximum Stop
the quadrant friction lock. Low 5 (r 30)
Cruise 28 30) Minimum Stop
with micro-
WOTI
adjustment on
Do not reset the following fuel control Arm A contacting
fuel flow settings. Start, flightidle, Arm G (see
!naximum power and specific gravity. Figure 4-19).
4-36 Change3
690
Power Plant
tl. Check condition Icver for smooth, free move- I,. Place enicrgency puslt-l,ull cable shaft 1I1 rc-
ment the full range of travel between Low and
Lhroug]l clnc(ed (sllortuned) position nt sh~fl :tlich~,l.
high rpm and correct position of engine control colll- bracket, on tol, of engine. Adjust bulkhe;id littinfi of
I,oncnts for each corresponding positioll of condition shaft housing to anchor bracket so olle thrc:ld is c´•s-
lever. posed on check nut. Adjust rod fntl oil cnblc; shaft.
e. Aircraft controlsmust be adjusted as required taking care not to turn shaft in housiiig, until it ;itiilts
to obtain 1/16 to 1,8 inch spring back, as measured with the cockl,it I,ush-pull rod end, and iiistall ntt;lch-
on the quadrant covert at the high rpm position. ing hardware.
c. Adju st push- pu II cab Ie bu Ikhf ad iiit ing ~it uric Ilc- 1´•
EMERGENCY CONTROL (CONDITION LEVER) bracket, immediatfly above lut´•l shutolf so
threads at lower check nut are esl,osed ;Il,prosilnntely

a. Position the condition lever in the cockpit 0.35 inch (see FiRures 4-20 and 4-21). Place fuel
against the low rpm stop and tiglltell the quadrant solenoid shutoff valve manual lever in the open ~si-
friction lock.
Change 3 4-36A/4-36B
690
MAINrtfNANC~ MANUAL Section 1V
Power Plant
FLIGHT IDLE RIG PIN HOLES
1
;c\sF~, 20
H
Isoo MAXIMUM STOP
~0))
ADJUSTMENT
D I
MINIMUM STOP
ADJUSTMENT APPROXIMATE
APPROX 21~ 1-´• SPEED
SPEED PER TURN ~R;LTREP
MAIN METERING VALVE CONDITION LEVER QUrU)RA;T
POWER LEVER QUADRANT (UNDERSPEED GOVERNOR ADJUST)
(DO NOT ADJUST MAXIMUM STOP)
SPECIFIC GRAVITY
ADJUSTMENT
MAXIMUM POWER
ADJUSTMENT O
5 ~1
I
be
APPROXIMATE
12 TO 15 PPH
s,
INCREASE PER
B~
Od
TURN CLOCKWISE
Bs
O
OVERSPEED GOVERNOR
ADJUSTMENT (LOOKING
AT BOTTOM OF CONTROL)
APPROXIMATE
1/4 TURN CLOCKWISE
FOR l´•;o SPEED INCREASE
O
FLIGHT IDLE
ADJUSTMENT
APPROXIMATE
2 PPH INCREASE D
PER CLICK
CLOCKWISE
START FLOW ADJUSTMENT

NOTE: INCREASE PER CLICK
START FUEL FLOW:
THE 1ST 20-22 CLICKS COUNTERCLOCKWISE
FROM BOTTOM PROVIDE ESSENTIALLY NO
CHANGE IN FLOW. FROM THAT POINT ON
OUT COUNTERCLOCKWISE TO THE MAXIMUM
STOP (APPROXIMATE 30 CLICKS) WILL PROVIDE
APPROXIMATE 2/3 PPH PER CLICK.
Figure 4-19. Fuel Control Adjustments (Sheet 1 of 2)

4-37
690
Power Plant
PROP GOVERNOR STOPS

MAXIMUM
MINIMUM UNDERSPEED GOVERNOR
QUADRANT ONOPPOSITE
ARM D (POWER LEVER) SIDE OF CONTROL
a MICRO-ADJUSTMENT
o o~ i (ARM A)
P8
ARM G
ARM A
(SPEED LEVER)
ARM B 1
LINK E
c
/I
aRMe
C.------~
cIoI
C---__~-_j ARM C
/r
´•i
I I
./7F
e i
IJ
SECTION ~4-*
VIEW 1
ROTATED 1800
COUNTE RCLOCKWISE
24112
Figure 4-19. Fuel Control Adjustments (Sheet 2 of 2)

4-38
690
MAINTENANC~ MANUAL Section IV
Power Plant
TURBINE CASE
(REF)
UNDERSPEED
GOVERNOR ARM
PROPELLER PITCH CASE

,COMPRESSOR
CONTROL ARM
J (REF)
PROPELLER
FEATHERING
VALVE
ITT COMPENSATOR
(REF)
´•ENGINE FUEL
SHUTOFF VALVE Fe
24111
Figure 4-29. Engine ControlLinkoge
4-3’j
690
Power Plant
SHUTOFF VALVE OPERATION

FROM AUTOMATIC TO
MANUAL OFF. VALVE MAY
OVER-TRAVEL AVAILABLE
CLOSE ANYWHERE IN THIS
FOR FEATHER VALVE
RANGE.
OPERATION AND RIGGING
410
OVER-TRAVEL
180
900
oO--\ J u//~n MANUAL OFF
AUTOMATIC
INDEX MARK
OPERATING WHEN INDEX MARK IS

LEVER VERTICAL (AS SHOWN),
VALVE IS IN AUTOMATIC
POSITION
FUEL SHUTOFF VALVE:
24 113
Figure 4-21. Fuel Shutoff Valve Rigging
tion detent (lever down), adjust cable rod end to align input lever position on the shaft controls cushion.
with the lever, and install attaching hardware. Service the engine with approved lubricating oil (see
d. Lift the cockpit condition lever handle, move the Approved Fuels and Oils Figure in Section V).
to the full emergency feather position. Check to en- Adjust the fuel control to the specific gravity of the
sure that the fuel solenoid shutoff valve lever is in fuel being used.
the closed position detent (lever up) and that a min-
imum of 1/16 inch spring back, as measured on the OIL TRANSFER TUBE (BETA TUBE) INSTALLA-
quadrant cover, exists. Tighten the quadrant friction TION AND PROPELLER BLADE PITCH SETTING.
lock. Install fork end of the feathering cable to en-
gine feather valve plunger with a washer on each side Measure propeller blade angle at the following refer-
of plunger inside the fork. Secure with hardware and ence station:
torque nut to 60 inch-pounds with fork straight in line
with plunger. Adjust check nuts on bulkhead fitting at PROPELLER BLADE REFERENCE
feather cable anchor bracket until feather valve MODEL STATION
plunger is extended 0.28 to 0.38-inch (see Figure
4-20). LT-10282 at 30-inch station
e. Check condition lever
emergency portion for LT-10673 at 42-inch station
freedom of movement, correct positioning of control
components, proper alignment and spring back. Measure all angles on all blades. Blade being checked
must be horizontal with the leading edge down.
WOTE
a. Install the propeller beta tube until threads are
The approximately flush with the propeller dome piston

fuel solenoid valve must close
threads.
prior to actuation of the manual fea-
b. Move the cockpit power lever to the takeoff
ther valve.
position and return to the flight idle stop. Tighten
the quadrant friction lock.
Problems with lever cushion or symmetry ~nust be c. Zero propeller protractor on the propeller hub.
corrected with the aircraft linkage and the engine in- d. Rotate cockpit engine start switch to the AZR
put arms, Lever lengths control angular travel, and position. (This energizes the unfeathering pump.
4-40 Change 3
690
Power Pla~ll
ACFT. NO.
DATE:
TIME OF DAY:
OAT of
PA:
RUN NO.:
GRND. START: GRND. T.O. PWR CHECK

APU BAT. P/L TO MtU( STOI’
HP ITT Fuel Flow
ENG. START FIRST YES I NO
(ITT LIMIT) PRED

LH RH
11490C
LH
TIME (Fig. 4-23) I II RH
RESID. ITT
MAX. ITT
TEST LIMIT LH RH PWR LEVER SYMMETRY (C/L HI.
O. S. G. 105. 0/105. 5 1 I 11 200 H. P. (L&R) KNOB SPLIT:
H. L. S. Fuel Flow Drop I I 11 300
F. I. Fuel Flow Fig. 4-24. 1 11 400
U. S. G. MIN. 69. 0/71. 0 I I 11 500
U. S. G. MAX 96. 0/97. 0
PROP GOV HZ. 99. 5/100. 5
PROP GOV LO. 93. 5/94. 5
CRUISE PWR SEP 92. 0/93. O
COMMENTS &/OR CHGS REQD PRIOR TO NEXT RUN (OR FLT):
Figure 4-22. Engine Ground Check-out
return power lever to flight idle and recheck pro-

WARNING I peller blade angle. Readjust beta tube if tlecessary.
g. Turn cockpit engine start switch to OFF.
h. Install beta tube attaching hardware.
i. Check oil level. If low, rotate the propeller by
hand to pump oil back to lank.
Do not push in and rotate switch to the
ground position, as this energizes the j´• Propellers supplied by Hartzell are pre-set at
starter. Stand clear of the propeller the feather, reverse, and start lock position blade
during these checks. angles. These blade angles should be checked in ord-
er listed. Check part number of propeller blades.
Propeller Blade P/N Propeller Blade P/N

e, Adjust beta tube to obtain the following blade measured LT-10673, measurec:
angle. at 30-inch reference at 42-inch reference
Position station station
PROPELLER BLADE BLADE ANGLE
MODE L AT FLlGHT IDLE Feather +900 0. 50) +77. 90 50)
0.
Reverse -80 0. 50) -140 0. 59
LT-10282 at 13. 50 (f 0. 20) Start Lock +2. 50 0. 20) -8. 70 0. 5")
LT- 10673 at 6. 00 0. 50)
To check the reverse blade angle, relteat tile gclttlr~ll
WO’CE instructions as outlined in preceding steps b.. c.. d..
and g., with the cockpit lever in the full I´•c\´•cl´•sr´•
Turn the beta tube clockwise to decrease position.

the blade angle and counterclockwise to
increase the blade angle. ENGINE RUN. All engine runs (excel,t start) are to
be with the environmental system ON, sclectol´• on
f. Cycle power lever below and above flight idle, BOTH, and TEMP as desired. Motor the engine, with
Change 3 4-41
690
Section IV
Power Plant MAINT~NANCE MANUAL
theignition discolmected alld with the fuel shutoff valve c. NTS (negative torque sensor) check at engine
inlet lineported overboard, until sufficiellt fluid has start.
passed through the engine fuel system to purge it of 1. Initiate engine start per instructions in
calibration fluid and air. Reconnect the ignition and the Flight Manual.
replumb the fuel line. WOTIE
Initial Engine Operation Make start with the HLS (horsepower

limiter system) turned OFF or blocked.
Perform Initial Engine Operation per Figure 4-22., Log outside air temperature, pressure
Engine Ground Check-out. altitude and residual inter turbine tem-
perature prior to start.
The following parameters are the maximunl operating
limitations and are not to be exceeded.
(a) Condition lever Low.

SHP (Maximum Continuous): 700 rig point 2-1/2 (b) Power lever FLIGHT IDLE
percent tolerance for
(c) NTS TEST switch DEPRESS and
torque limiter and HOLD
indicator system; (d) Engine start switch AIR position.
red line set at 717.5). Observe N;rS light ILLUMINAT ED.
(e) Engine start switch GROUND
ITT: Starting 11490C for 1 second;
position.
9230C (Maximum Continuous) Observe NTS light EXTINGUISH
as start is initiated.
Prop RPM: 100 0, 5) percent Maximum Continuous; (f) NTS TEST switch RELEASE.
101 percent for 5 minutes, 106 percent (g) At step 5, of Figure 4-23, ensure
for 5 seconds. that the beta pressure is available.
This is the proof that the torque
a. The aircraft must be parked headed DIRECTLY sensor has returned to the positive
INTO THE WIND. position.
b. Check the negative torque sensor power lever
control operation as follows: WOTI
WOTE; If the NTS test is unsatisfactory, cor-
rect the discrepancy following the out-

This check may be made at any time line as noted in item(b) above. In
prior to, or concurrent with, the engine addition, if the engine NTS is
suspected,
start, contact the AiResearch Representative.
1. Depress NTS TEST (negative torque sen- d. Run the engine in accordance with Figure 4-23
sor) switch for the engine being checked. and record the required data. Run engines approx-
2. Rotate engine start switch to AIR start imately 20 minutes prior to taking records to permit
position and observe that the NTS check light TACH warm-up; after props are u!llatched, power
illuminates. runs (reference following stepe.
the Step b.,of
3. Slowly move the power lever to the Maximum Power Setting under Preflight Ground Test
GROUND position and observe for NTS
IDLE and Settings, and step d., of Power Lever under Pre-
check light extinguish. The light must not ex- flight Ground Test and Settings) may be made during
tinguish until the power lever is just behind the this time. Horsepower limiter system OFF or
FLIGHT IDLE stop, and prior to GROUND blocked.
IDLE. e. During the
engine run, perforn~ the following:
4. Slowly return the power lever to the Read the Scott temperature gauge to determine outside
FLIGHT IDLE position and observe that the NTS air temperature. Set 29. 92 in the altimeter and read
check light illuminates. The light must illum- the pressure altitude. Turn OFF all unnecessary
inate before the power lever reaches the electrical and hydraulic loads. Set engine condition
FLIGHT IDLE stop. lever to HIGH, slowly advance the power lever to the
maximuin continuous, shaft horsepower or inter tur-
WO’IE bine temperature limits specified. Stop advancing

the power lever at the point where a limit is reached
Any failure of the system to perform and tighten the quadrant friction lock. Record the
as specified above indicates a malfunc- shaft horsepower, inter turbine
temperature and fuel
tion in the system, such as: faulty flow. From the
presented in Figure 4-27
curves
wiring, inoperative unfeather pump, determine the predicted shaft horsepower, inter tur-
defective NTS pressure switch or light, bine temperature ance fuel flow for the outside air
improper rigging, broken oil line(s), temperature and ramp pressure altitude. On shaft
inoperative solenoid valve or defective horsepower (700) limited conditions, the inter turbine
propeller pitch control. Correctthe temperature and fuel flow (pounds per hour) should be
malfunction and retest. before proceed- equal to or less than shown in Figure 4-27, Sheets 2
ing with the engine operation, alld 3. On inter turbine te!nperature (9230C) lin~ited
4-42 Change3
690
Section IV
MAIN7ENANCE MANUAL Power Plant
conditions, the shaft Royscl,ower should he equal to condition lever handle and slowly move into tile r´•nlel´•-
or greater than, and fuel flow (puunds perhour) should gency rallge. Continue condition lever nloveluent nlld
be equal to or less than shows in Figure 4-27, Sheets insure that the fuel flow drops to zero before the gfo-
1 and 2, I,ellcr attc~nl,ts to I‘c~!ttlcr. If the sequcnef deli~rcct.
in tll;\t the fuel I’low clrol, ~UST I~I´•: FOLLOWED I,~
f, For engine shutdow!l, do not use the uormal Icathering, is not ublail~crl. tile
electrical start-stop switch, but check the condition control systcn, l,fl’ stf),s ;I., t)lt.c,u~l, r~.. uf I),e
lever emergency rigging as follows: With the power E;nlfr~cncy C’onlrt,l IColltlitiull Lcvfl´•) I,l.occtlulcs.
lever at flight idle and condition lever at low, lift the
Change 3 4-42A/4-428
690
MAINT~NANCE MANUAL Section N
Power Plant
POWER CONDITION
CONDITION LEVER LEVER DATA REQUIRED TOLERANCE;
i. Auxiliary Power Flight Idle Low Time from ignition to Figure 4-24.
Unit Start 70 percent RPM.
2. Overspeed Governor Maximum High Engine Speed 105.0 to 105. 5 percent
CAUtlON
When performing thi s check, do not allow

engine speed of 101.0 to 105.5 percent
in excess of 30 seconds. 105.5 to 106.0
percent in excess of five seconds or 106.0
percent at any time.
3. Horsepower Limiter Flight Idle Low Fuel Flow and RPM Drop
System
(Depress test switch momentarily; do not allow RPM to decay below 67 percent.
4. FlightIdle Flight Idle High Fuel Flow Fi#ure 4-25.

Fuel Flow (Pounds
per hour)
5. UnlatchProp Slight Reverse High
6. Underspeed Governor Ground Idle Low Engine Speed: Rev. load 69. O to 71.0 percellr
Minimum 10 pounds per hour from
minimum inter turbine
temperature.
7. Underspeed Governor Ground Idle High Engine Speed: Rev. load 96. O to 97.0 percent
Ma~dmum 10pounds per hour fran~
minimum inter turbine
temperature.
NOTE
Oil temperature Inust be 660C to 800C for prop govenlor RPM checks.
8. Prop Governor 500 Shaft High Engine Speed 99. 5 tc, 100. i percent
High (Maximum Horsepower
Stop)
9. Prop Governor Same Position High Engine Speed: Reduce 93. 5 to 94. 5 percent
Low (Minimum as for (8). condition lever setting (See Figure 4-26.
Stop) until no further change
in speed.
NOTE
For Item 9.: The tolerance value listed should be obtained prior to
reaching condition lever mid-travel position.
10. Cruise Power Same Position 96 Percent Reduce power lever to 92. 0 to 93. 0 perceiit
Separation as far (9. minimum inter turbine
temperature plus 10 I,ounds
per hour fuel flow
towards reverse.
Figure 4-23. Engine Run Data Chart
4-43
690
Power Plant
120
i: S::i-l:i:~:::i:::
:i::::::.:
100 MAXIMUM START TIME REGARDLESS OF POWER
USED TO START.
: : f: :
AREA OF ACCEPTABLE START TIME AS LONG
i!
i:::: i:::i::l: AS 11490C I.T.T. IS NOT EXCEEDED.
80 THE FINAL CRITERIA IS NOT TIME BUT
;i,
I TEMPERATURE; TIMES LOWER THAN THAT SHOWN
i-´•
:i FOR COOL-COLD DAYS MAY STILL PRODUCE
GOOD HOT DAY STARTS BELOW THE MAXIMUM ITT
I LIMIT. THIS IS THE ULTIMATE GOAL!
O BUT EXPERIENCE THUS FAR HAS INDICATED
60
THAT START TIMES BELOW THAT SHOWN FOR
:::::i::.:::i :::t:::: :´•:1 COOL-COLD DAYS HAVE PRODUCED HOT STARTS
3 ON WARN HOT DAYS.
NOTE: START TIME IS DEFINED

40
,w j:::::::i AS THAT TIME, IN STOP-WATCH SECONDS,
1:´•i:´•;: TO ACCELERATE FROM IGNITION TO 70 PERCENT
i I i
E~
RPM.
´•-´•_-:
:::::i ii :::::t::::i:::::i::
20
i i i
I i i
i :::r
i:::i::::::
-20 c i
I’ i
:.a= ::~:::i:::i::::
::::::::n:::;
"r:
i
:-::::i::::i
-40
20 30 40 50 60 70
START TIME SECONDS
Figure 4-24. Start Time Acceleration
4-44
690
MAINTENANCE MANUAL Section N
Power Plant
and re-test. If the system checks satisfactory, no b. Maximum Power Setting (H. L.S. OFF, but
further test is required. operational and noted, See stel, d., under Illitial
g. Check the unfeathering´• system as follows: Engine Operation.
Place the power lever below GROUND IDLE tin re-
verse), condition lever at LOW, rotate the engine i. Apply tape to the quadr;l~,t bel\~´•ccl, the
start switch to the AIR start position and observe that power lever.
the propeller locks drop in place. 2. Start the engines and unlatch the I"‘"I’~´•
3. Advance the power lever to taker,ff shaft
WOtE horsepower (700) or inter turbine tcn~i,craturr
(9230C) limit, and mark Ihe tape.
Do not depress the NTS TEST switch. 4. Actuate the horsepower limitertest switch
Return start switch to OFF and power and move the power lever slowly to the liras
lever to GROUND IDLE. ituum positioll(do not esceed 92 30C c,r 700 sh;~lt
horsepower). Deternline I,ou:er levcr´• I,usitit,:1
h. preceding run shows all points are within
If the when inter turbine tetnperature or fuel ilo?i~
the tolerances specified, proceed with the Preflight (pounds per hour) stop incrcasint~. hlnl.k C;ti,c.
Ground Test and Settings. If governors are out of
tolerance, reset and re-rig in accordance with the
Engine Rigging and Adjustments procedures, prior to
making fuel schedule settings except start flow.
WOTE
WO~E
Always approach this condition \c´•iUt in-
If all rpm check points are on the high creasing I,ulverle~´•cl´•. Ttlis dcfil,r~s
or low side of the tolerance, the tacho- corner of the main nlc‘terin~ ~´•alve with
meter may be in error. Interchange the and must be a 98 (12") (scf
flat
tachometers and recheck before pro- Figure 4-28). 011 some engilles. the
ceeding. main metering valve corner maV be
available from Aero Contmandcr´• Scr-
i. Immediately after engine run, recheck flight idle vice Department; ii so? the prclcerturf
blade angle and reset if recluired. outlined above may be ounittcd.
Preflight Ground Test and Settings (H. L. S. OFF or
Blocked).
5. Block off the horsepower liriiiter svstci:1
After making any fuel flow adjustments, data per
at the fuel IN lille for all further tcstillg ulltil
engine run, step d. must be re-checked. engines are finalized by rigging and flight tests.
6. With ambient outside air ternpernture that
a. Start- Flow Adjustment is horsepower limiting, adjust the ntasimum
WOTE power setting as required from Flight Test Data.
With ambient outside air temperature is
The engine must be at ambient tem- inter turbine temperature limiting, increase or
perature for this test, decrease the maximum power to obtain 923"C
maximum at maximum power Lever pc,sition.
1. Start the engine and observe the time, in 7. Repeat test for othel´• tllgine.
seconds, from ignition tinter turbine tempera-
ture rise) to ground idle speed (70 percent).
2. If the time is within the limits shown in
Figure 4-24 and inter turbine temperature does
not exceed the start limits, adjustment is not WOll
required. When possible, both engines should
be adjusted to start within five seconds of each The object of the above adjust merit ~,r´•o-
other. cedure is to provide a I~lasimum fuel
3. If the time is less than or greater than flowsetting duritlg torque linlit
shown on Figure 4-24, check the propeller perlnit the recluircd Inasilnuln
bients to
blade angle on the latches. power checks (see Flight Test d:ltaj;
4. If the blade angle is correct, adjust the with the power Lever in tile full In;is-
start flow. ilnum position without cscccdinfi the
5. Allow the engine to cool to ambient tem- 9230C inter turbine Icinl,er~ture lilllit.
perature before repeating steps 1. through 4. Once this is accomplisheti, nlasimunll

fuel flow can then be adjustetl
to I,rovitle
the limit inter turbine tEn~l,craturf at,
WOTE
or slightly prior to, the main nlctering
The start-flow adjustment affects all valve cam corner position as deter-
schedules and should be set prior to mined in preceeding step b. 4, for the
final adjustment of flight idle and nlax- altitude power checks ns r´•equircd by
imum power. the Flight Test Data.
4-45
690
Section rv MAINTENANCE MANUAL
Power Plant
FLIGHT IDLE FUEL FLOW
240
’’:’I’’: ::i.::: i-´•i´•iiiii´•: i:~i
:1:::::: :i i
:::i:: iijit´•’’. iit::´•ill´•´• ;´•i´•-´•´•´•I
´•´•´•1~´•
iii i::l::::::
i´•:r::´• ´•::!::i::I: :::::::l::i:::::´•::i:
i !iili
i--::--;I I
t i"
::l:::::.::i::::
220 :::l::j::´•::l: ´•i-i´• ii-´•l´•i-ii--´•´•t´•,ii-i
::::j::: ii i
.;i:l-i i i
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0 20 40 60 80 100
OUTSIDE AIR TEMPERATURE OF
Figure 4-25. Flight Idle Fuel Flow
4-46
690
MAINT~NANCE MANUAL Section IV
Pou~er Plant
WOVE ilnutu pO\vcr´• otit; iurll tic´•cll.cnsr i´•vu:itt´•f-
clock:vise for eacli three iiegrces ui I;;´•;cring

On inter turbine temperature limited valve protractc,r allgle tlcl´•w that establisiiild in
days, once maximum power
the ground step b. 4. of Preflight Grouild Test and Settings, of
lever maximum inter turbine tempcra- any ltroportio!l of: 1/3 tulii ol?e clc~1´•ce. II nlas-
ture is set, perform only the altitude imum I,uwcr is low, increas; fuel Ilow ~ccc,rtiingly.
checks (reference Flight Test Data),
and set maximum power adjustments WOVE
accordingly except do not decrease
inter turbine temperature power nd- Flipht: collfirni:~tiolt of this sc´•ttini´• is
justments from that established on tile I´•crl~tired.

ground.
c. Flight Idle Cruise Power Atfjustmellt

i. Start the engines with the condition lever
speed low and power lever at flight idle, a. adjustment is requil’ed, sflortcl\
If cruise power
2. Advance both condition levers to high and
prop governor lever armA, Figure 4-19, ill accord-
note the fuel flow on each elgine (l,ropeller on ance with step d.12. of Fuel Control L.ndersl,ced
latches). Governor, Overspeed Governor, all(i Prnl,cllfr Cuv-
3. nead the outside air temperature and ernor, to set the underspefri Sovcrnor to t~le high
pressure altitude on the altimeter (29. 92 set in side of tile tolerance as required tty step d. 10. oi ~llit
altimeter). same paragraph.
4. Enter the flight idle flow required curve
(Figure 4-24) with values from 3 and read the

Flight Idle Adjustment
fuel flow required.
5. If actual run fuel flow exceeds Figure
WOVE
4-25 limits, decrease flow to the limit Opph
10 pph. If run fuel flow is below limit, raise If a post-flight maximunll,~wer adjust-
accordingly. ment was made, the flight idle settin~
6. Flight idle is now set. No further ad-
was affected. One turn clockwise orl
justment can be made prior to flight check of the power requires three
maximum
the sink rate and descent characteristics. clicks counterclockwise on the flig2lt
Flight idle flow cannot be observed when its idleadjustment to set flight idle to tile
level is below the engine required to run since
pre-adjustment level.
operation will be on the underspeed govenlor
in the beta mode.
d. Power Lever a. Reset the flight idle to correct for maximum

Symmetry: Power lever symmetry cannot be finalized power adjustment.
prior to setting the maximum power and flight idle b. If flight idle flow is too low, adjust flight idle
since both the levels affect the slope of the increasing: one click clockwise for each 2 pph difference between
power lever schedule. Refer to Figure 4-28 which flight test values recorded in Flight Test Data.
shows the effect of flight idle and ma~dmum power in c. If the flight idle flow is too high, adjust the
the symmetrical power lever response zone. flight idle one click counterclockwise for each two
i. Start the engine and position the condition pph decrease required. The flight idle flow required
levers to HIGH. is an empirical nunlber´• derived fr´•om aircr’~Lft cxpel--
2. Unlatch the propeller and move the power ience. It is not permitted for the power levers to tie
levers towards TAKEOFF, loading the engines pulled past the flight idle stop to define il~-flight flow
to 200 shaft horsepower indicated, requirements.
3. Record the power lever spread in frac-
tions of a knob. Miscellaneous Trim Adjustments
4. Repeat steps 2 and 3 at 300, 400 and 500
shaft horsepower. Any changes required as a result of flight testing
should be made utilizing the applicable portions of the
WOVE
preceding procetiures or the mctllods outlined in ti~e
The oil temperature of both engines Engine Rigging and Adjustluents P~c,ccduri´•s.
should be equal for this test 660 to
800C.
ENGINE RIGGING APiD ADJUSTXI E’NTS PRO~E-
5. The maximum knob mis-match is 1/3 DURES
la~ob including control system i~ysteresis.
This must be verified by flight. The cng´•ille is Fuel-Control Underspeed Governor, Ovelsl,ecd Go~-
now ready for test flight. ernor, and Propeller Governor
Maximum Power The fuel control under´•-peed goverllor is conllected to

the propellerb’overllol by linkage so that Inuvement
a. Refer to Flight Test data sheet. Set the max- of the condition levc!r reset s both d~vic:ls. It is Itr~cc´•s-
4-47
690
Power Plant
sary that the high- and low-speed stops on each gov- 660’66
ernor be properly set before installing the linkage.
The relative movement of each governor arm is ad- Make certain that the stops, on the
justed so that the full travel of condition lever pro- quadrant, do not interfere with the
duces full variation of each governor setting. Proper setting of the speed-governor stops by
Irigging also ensures that full travel of the system is unduly limiting the condition lever
limited by the stops on the fuel control rather than by movement.
Ithe stops on the prop governor (thus ensuring no dis-
tortion of the linkage system from excessive force 10. The underspeed governor protractor
input). should read 42 2)degrees when the maximum
stop is properly set. The protractor should not
Figure 4-19 depicts the general arrangements of the be adjusted.
linkage system.’ The linkage is not connected until b. Fuel-Control Overspeed-Governor Setting (Re-
the stops have been set. fer to Figure 4-19).
1. Recheck the propeller latch blade angle,
a. Fuel Control Underspeed Governor Stops (Refer reset if required, and retest overspeed gover-
to Figure 4-19). nor on engine rpm.
1. With link E disconnected, secure the prop- 2. If blade
angle is within tolerance, reset
governor lever against the high-speed stop, overspeed governor with the adjustment screw
2. Place the quadrant condition lever at the as shown on Figure 4-19., to bring within the
high position, limits specified of 105.0 to 105. 5 percent.

3. Move the fuel
controlunderspeed governor c, Propeller Governor Stops (Refer to Figure
to the maximum stop and attach the aircraft 4-19).
linkage (see Figure 4-20). Steps 1 through 9. may be combined with step a.,
4. Check the linkage at the quadrant condi- under Fuel-Control Underspeed Governor, Overspeed
tion lever low to ensure that the underspeed Governor, and Propeller Governor if the oil tempera-
governor contacts the minimum stop. Adjust ture is within limits stated below.
the aircraft linkage-lever-ratio adjustment as i. With link E disconnected, secure the
required. prop-governor arm against the high-speed stop.

5. Start the engine. 2. Start the engine.
6. When the engine speed has stabilized, ad- 3. Determine that the oil temperature has
vance the condition lever slowly to the high stabilized at 660C to 800C before adjusting the
position. Note the maximum engine speed if prop governor. (Cold oil makesthe speed
the speed is not within the tolerance (96. 5 f 0. 5 setting higher than hot oil.
rcent speed). 4. Place the condition lever against the
I;e Retard the conditionlever to the low posi- MAXIMUM RPM stop position.
tion. Note the minimum engine speed if the 5. Move the power lever slightly aft of the
speed is notwithin the tolerance (70 1 percent). START position to release the prop-blade locks.
6. Move the power lever slowly toward the
maximum position while observing the engine
66016
speed. Note the maximum speed which can be
attained regardless of the amount of advance-
To make certain that the ment of the power lever.
position of the
condition lever in steps 6. and 7. is
truly the maximum or minimum speed
setting, and not an increased rpm due

the power lever CAUtlON
to excess fuel, move
slowlytoward reverseuntil the

point of
minimum inter turbine temperature is
Do not exceed a turbine speed of 104-
found, then load 10-pph towards reverse
percent, the maximum allowable inter
(see d. 6., and 7., of the Initial Engine
turbine temperature, or the shaft
Operation, Figure 4-23 Engine Run
Data chart).
horsepower limits during this check.
8. Shut the engine down and adjust the under-

speed governor stops to obtain the specified
speeds. 7. Return the power lever to a position
Maximum stop adjustment one turn clockwise slightly aft of the GROUND IDLE position a~ld
results in an approximate one percent decrease then stop the engine.
in speed. 8. For each speed reached in
percent of
Minimum stop adjustment one turn clockwise step c. 6. more 100-percent, turn the
than the
results in an approximate two percent rpm in- prop-governor high-speed stop one turn clock-
crease in speed, wise. For each percent of speed less th~ul 100-
9. Start the engine and check the speed-gov- percent, turn th~ high-speed stop one turn
ernor stop settings by moving the condition counterclockwise.
lever through its extremes of travel. 9. With the prop-´•governor arm still locked
4-48 Change 4
690
Power Plant
CGNDITION LEVER RIGGING
110
-P
ST
100
B 90
t t
80
i-’ i-i’-
~i´•P: rn
U 70
-I
0 10 20 30 40 50
SPEED LEVER QUADRANT ANGLE, DEGREES
Figure4-26. Condition Lover Rigging

4-49
690
Section IV MAINTENANC~ MANUAL
Power Plant
againstthe high-speed stop, restart the engine simultaneously. If the engine speedistoolow,
andrepeat steps c. 6., 7., and 8. Continue shorten the adjustable arm and reset link E or
making this adjustment until the prop governor micro adjustment to contact the maximum stops
maintains the engine speed at 100 O. 5)percent. simultaneously.
10. Stop the engine and secure the prop-gov- 13. Repeat steps d. 9. through 11. as required
ernor arm against the low-speed stop. until the linkage satisfies the speed-setting re-
11. Start the engine and repeat steps c. 6. and quirements of 10.
7., but with the condition lever in mid position. 14. Check the jam nuts on the push rod and
The prop-governor should maintain the engine insert the cotter pins in the castellated nuts.
speed at the desired minimum setting, 94 (r 0. 5)
percent. Adjust the stop screw as necessary to Fuel Control Power Lever/Pitch Control Linkage
obtain the desired setting.
d. Interconnecting Linkage(Underspeed Governor/ The fuel-control power lever is connected to the pro-
Propeller Governor). (Refer to Figures 4-19 and peller-pitch control so that movement of the aircraft
4-26.) power lever resets both devices. The steps outlined
1. Secure link E to the third hole from the cover the entire rigging of these components. Any
shaft end of Arm B, shown in Figure 4-19. steps that do not apply to a specific rigging situation
2. Adjust Arm A to the center of its adjust- may be omitted.
ment range and secure link E to Arm A. a. Pitch Control (Refer to Figure 4-19).
3. Adjust link E until the maximum under- 1. Mount the plate, quadrant and spacer on
speed governor stop and the maximum prop the serrated shaft as shown in Section A-A using
governor stops are contacted simultaneously nut as shown in View 1.
with the micro adjustment screw in Arm A set 2. Position the assembly on the serrated
to itsmid-adjustment position, shaft so that with the pointer approximately
4. Lock the jam nuts on link E. centered in the arm, the rigging hole is as
5. Move the linkage until Arm G contacts the closely aligned as possible with the O-degree
minimum prop-governor stop with the micro- rigging hole in the plate with the shaft rotated
adjustment screw on Arm A in contact with Arm to its maximum clockwise position.
G. The underspeedgovernor protractor reading 3. Reposition the
pointer withthe adjustment
should be 28 30). bolt so that a O. 125-inch diameter rig pinwill
6. If the protractor reads less than 250, slip freely through the rig-pin hole in the pointer
lengthen Arm A and reset the
micro-adjustment and into the 0-degree hole in the plate. Tighten
to contact the maximum stops simultaneously. locking nut.
7. If the protractor reading is greater than b´• Connecting Push-Rod (Refer to Figure 4-19).
310, shortenArm A and reset the micro-adjust- 1. Determine the distance from the center of
ment to contact the maximum stops simultan- the pitch-control shaft to the center of the power
eously. lever shaft, using calipers or a ruler or another
8. Repeat steps d.6. and7., as required suitable measuring device.
untilthe requirements of d. 5. are accomplished. 2. Adjust the push-rod assembly so that the
9. Start the engine, unlatch prop and check distance from the center of one rod-end to the
the maximum-speed stops by setting the power center of the other rod-end is the same as the
lever to 500 shaft horsepower and then to l0-pph dimension determined in step b. 1.
reverse load with the condition lever at high. 3. Connect the push-rod assembly to the
Engine speed should be 96. 5 0. 5) percent, pitch-control arm using the bolt, spacer,
10. Advance the power lever to the 500 shalt washers, and nut specified (see Figure 4-20).
horsepower position and retard the condition c. Fuel-Control Power-Lever (Refer to Figure
lever to the minimum prop governing speed and 4-19).
then advance the condition lever to 96 percent 1. Insert the rig pin- in the fuel-control
speed. Retard the power lever to l0-pph reverse power lever quadrant and the pitch control qua-
load. The engine speed must be 92. 5 0. 5) drant at the 40-degree position.
percent speed. 2. Mount Arm D to the power lever shaft
11. If requirements of d. 9. and 10. are met, using the bolt, washer and nut so that the slot in
proceed to the Fuel- Control Power- Lever/Pitch- the flat serrated portion of the arm is aligned
Control Linkage procedures. with the hole in the rod-end bearing.
12. If adjustment is required, shut the engine 3. Adjust the pitch-control micro adjustment
down and reposition Arm A and reset the length as required to align the rod-end with the slot in
as follows: Arm D.
If the engine speed is too high, loosen the rod 4. Connect thepush-rod assemblytothe arm,
end bolt at the governor end of link E, break with bolt, plate, washers and nut so that the
the locknut on lever length adjustment, lengthen distance from theapproximately the
shaft is
the adjustment arm on the prop governor one same as the pitch-control lever-arm length.
turn, tighten the locknut, tighten the rod-end d. Adjustment (Refer to Figure 4-19).
bolt and adjust the link E, or micro adjust- i. Remove the rig pins and move the power
ment, so that the maximum stops are contacted lever to maximum. Loosen the nut on the fuel
4-50
690
MAINTENANCE MANUAL Section n7
Power Plant
720
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-40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110
OUTSIDE AIR TEMP (OF)
Figure 4-27. Ground Run Maximum Power Check (Sheet 1 of 3)
4-51
690
Power Plant
930 f :::i::l: i: t: : :i: : : :.: ): : : :´•:: :

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-40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110
Figure 4-27. Ground Run Moximvm Power Check (Sheet 2 o~ 3)
4152
690
MA(NtENANCE MANUAL Section IV
Power Plant
520
:::::i::::i: i::::::::. ´•::::::’:1 r::: --:.--f -:::::::.:l:::t 1:: ~:I :lili..:
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1
180
-40 -30 -2(1L10 0 10 20 30 40 50 60 70 80 90 100 r10
Figure 4-27. Ground Run Maximum Power Check (Sheet 3 of 3)

4-53
690

Power Plant
control arm and move the serrated plate until position and observe negative torque sensor check
the pitch-control quadrant reading is 100 30) light extinguishes. The light must not extinguish
when the fuel control lever is onthe until the power lever is behind the flight idle detent.
power
maximum stop. g. Slowly return the power lever to FLIGHT IDLE
2. Recheck the FLIGHT IDLE with rig pins position and observe that the negative torque sensor
and readjust serrated
plate as required. All check light illuminates. The light must illuminate
tolerance is in the pitch-control angle, before the power lever reaches FLIGHT IDLE.
3. Move the linkage to zero degrees. Back
the fuel-control minimum power lever stop out Engine Start Check
as required to allow insertion of the pitch-con-
trol rig pin at the 0-degree position. a. Complete the negative torque sensor system
4. Insert the cotter pins and lockwire the check per the Flight Manual.
stops.
FLIGHT TEST PROCEDURES. All aircraft opera-

tions are to be in accordance with the airplane flight
CAUTION
manual. Record all test data for later evaluation.
The power lever and condition lever quadrant should

be equipped with masking tape prior to test flight.
This provides a means of marking lever position Do not fly the aircraft unless this check
during various tests, is satisfactory on both engines.
Control and NTS (Negative Torque Sensor) System

Check b. Start the engines per the Flight Manual. All
parameters to be per the Flight Manual with the
are
a. With friction controls off, check the power addition that acceleration to ground idle is to be within
levers for smooth travelwithout binding and for sym- the requirements of Figure 4-24.
metrical cushion at both ends of their travel. Power c, After the engine is running and at operating
lever cushion should be 1/8 to 3/16-inch at both ends; temperature, all engine parameters displayed in the
however, due to the fuel control power lever stop aircraft should be checked to insure they are within
tolerances, it may be possible to have up to 1/5 knob Engine parameters are highly
green are limits.
mismatch at maximum power lever. Condition lever sensitive to engine temperatures and may require a
cushion should be 1/16 to 1/8-inch high RPM
at the recheck after flight if they are not within the limits.
end and 1/16-inch minimum at the feather end. (Di-
mensions are at the quadrant surface. Horsepower Limiter Check
b. Check to insure the friction locks operate
smoothly and will hold lever position If test is forengine change or fuelcontrol unit change,
c. Zero the horsepower indicating system per the the horsepower limiter bypass valve should be blocked
Flight Manual. off for initial engine trim flight test. Then reconnect
horsepower limiter system bypass valve and confirm
satisfactory operation by flight test. Check the horse-
WOTE limiting system
power per the Flight Manual.
Check the negative torque sensor power Overspeed Governor Check

lever rigging by making the following
observations. (This test may be run Check the overspeed governor per the Flight Manual.
concurrent with the following Engine
Start Check.
Emergency Lever Rigging Check
d. Depress negative torque sensor test switch for This check is defined by Emergency Control (Condi-
the engine to be checked. tion Lever) under Engine Rigging procedures and is
Rotate engine start switch to AIR START posi-
e. t, b,.,,,,plished if the type of flight requires it or
tion and observe negative torque sensor check light ,t the discretion.
pilots
illuminates.
WOTE Unfeathering Check
Do not rotate switch to the GROUND This check is defined by step g. of InitialEngine Ope-
START position. ration under Engine Rigging procedures and is tobe
accomplished if the type of flight requires it or at the
f. Slowly move the power lever to GROUND IDLE pilots discretion.
4-54
690
Power Plant
POWER LEVER RIGGING
120
too
g r
80
ID
N
40
20
0 20 40 60 80 100
POWER LEVER ANGLE, DEGREES
Figure 4-28. Power Lever Rigging
4-55
690
Power Plant
Governor Checks Flight Power Check
All fuel control and propeller governor checks are

defined by step d, of Initial Engine Operation
serud-ecorp
under Engine Rigging procedures, and may be
CAUTION
recheclted at the pilots discretion.

Operation of the aircraft, on the ground
Ground Power Check or in flight, shall be accomplished in
accordance with the applicable Airplane

Manual.
CAUTION
Once power is reset per maximum power adjustment,
(see Maximum Power Settings under Engine Rigging
Operation of aircraft, on the ground
the procedures) from flight test data, no additional locked
or in flight, accomplished in
shall be power lever climbs are required. Also, no locked
accordance with the applicable Airplane power lever climb is required on inter turbine tem-
Manual. perature limited ground operational ambients.
All flights except the final acceptance flight to be

See Step e., of Initial Engine Operation procedures are
made with the horsepower limiter system blocked off.

I under Engine Control Rigging procedures,
The horsepower limiter system must be operational
NOTE for the finalacceptance flight. Steps a., b., c., and
d. will be last in order of accomplishment. Place
Charts in Figure 4-27 (referenced in environmental selector on engine being tested.
steps a., b., and c.) are requirements

to be met when a new engine has been a. Establish a twin-engine cruise at a pressure
installed, altitude of 25, 000 feet.
b. Set maximum power lever or 9230C inter turbine
temperature and 100 percent RPM on one engineand
a. FromFigure 4-27 determine the parameters
reduce power on the other engine to establish an air-
for the prevailing ambient conditions.
b. Place the condition levers at the high RPM and Speed of 160 KIAS (knots indicated airspeed).
C’ If 9230C can be obtained, the engine should
advance the power lever to the maximum continuous
shaft horsepower to inter turbine temperature.
meet the minimum allowable horsepower and not
exceed the maximum allowance fuel flow. (Log shaft
c. On shaft horsepower (700) limited conditions,
horsepower, inter turbine temperature and fuel flow.
the inter turbine temperature and fuel flow should be
d. Repeat the procedure for the other engine.
equalto or less than shown in Figure 4-27, Sheets 2
and 3. temperature (9230C) limited
On inter turbine
conditions, the shaft horsepower should be equal to or WOTE
greater than, and fuel flow should be equal to or less
The 25, required for
000 foot check is
than, shown in Figure 4-27, Sheets 1 and 3.
the finalacceptance flight only, to in-
sure that the 9230C inter turbine tem-
Altitude Compensation Check
perature and shaft ]lorsepower can be
obtained.
a. A no lock power lever climb is required. From
the checks as per the Flight Power Check;
required
e. Establish a twin-engine cruise at a pressure
for ally one altitude check, the maximum 9230C inter
altitude of 23, 000 feet.
turbine temperature must occur at the maximum
f. Set maximum power lever or 92 30C inter turbine
power lever position. All other altitude inter turbine
temperature checks must be capable of meeting or temperature and 100 percent RPM on one engine and
reduce power on the other engine to establish a cruise
exceeding 9230C.
of 160 KIAS (knots indicated airspeed).
WOTB
WO’IE
The maximum altitude for the max-
On the quadrant tape, mark the power
imum 9230C inter turbine temperature
at maximum lever is 10,000
lever position on the engine being run
power
at maximum power.
feet with an equal to, or excess inter
turbine temperature, available at high-
er altitudes. If 9230C call be obtained, the ellgine should
g.
meet the minimum allowable Ilorsepower and not ex-
b. If unable to obtain the
required maximum power ceed the maximum allowable fuel flow. (Log shaft
lever and maximum inter turbine temperature condi- horsepower, inter turbine temperature and fuel flow.
tion, provide recordings far ground adjustment. h. Repeat the procedure for the other engine.
4-56 Change 4
690
MAINTENANCE MANUAL Section n~
Power Plant
i. Descend to 17,000 feet pressure altitude and at

180 KIAS (knots indicated airspeed!, repeat data CAU’TION
same as for 23,000 feet. (Log shaft horsepower,
inter turbine temperature and fuel flow.
j. Descend to10, 000 feet pressure altitude and at
Avoidoperation between 18 and 28 per-
200 KIAS (knots indicatedairspeed), repeat data same cent RPM except for transients occur-
as for 23,000 feet. (Log shaft horsepower, inter
ring during engine start and shutdown.
turbine temperature and fuel flow.
If RPM is excessive or drag is high, check for
Speed and Cruise Power Check
a light. A beta light illuminated indicates
beta
a malfunction of the Ilegative torque sensor
660’66 system.
Maximum inter turbine temperature

c. Move the condition lever to FULL FEATHER.
(9230C) must be obtained per steps e., The should not rotate than 60 blades
propeller more
f., g., h., i., andj., under Flig2lt
per minute (1 blade per second), (20 RPM) for any
Power Check, before a valid check can
airspeed between 135 KIAS (la~ots indicated airspeed)
be made.
and 160 KIAS, or 21 blades (1 blade per
per minute
three seconds) (7 RPM) for any airspeed below alld
a. 23,000 feet and 17,000 feet, perform the
At including 135 KIAS. There shallbe no reverse rota-
maximum speed checks to determine both airplane tion down to stallspeed.
performance and control knob symmetry. Knob sym-
metry is considered acceptable if the knob mismatch Ai, Start Check
does not exceed 1/3 knob including control system
hysteresis. a. Restart the feathered engine in accordance with
the Flight Manual.
b´• Repeat the negative torque sensor and the nil-
b. With the condition lever set at 96 percent HPM,
set the power lever to the cruise inter turbine tem- Start check on the other engine.
perature of 8850C.
Flight Idle Characteristics Check
c. temperature is reached
If the cruise inter turbine
at or below the maximum power lever position, the
control setting is acceptable. a. Configure the aircraft as follows:
d. If cruise power cannot be obtained, the cruise 1. Gear DOWN.
power governor separation must be reduced by re- 2. Flaps 40 degrees.

rigging in accordance with steps d.10., through 14 3. Power lever FLIGHT IDLE.
under Fuel-Control Underspeed Governor, Overspeed 4. Condition lever HIGH.
Governor, and Propeller Governor of Engine Rigging 5. Airspeed 100 KIAS
Procedures., b. Descend from 5500 feet through 4500 feet and
observe the following:
Propeller Synchronizer Check 1. Beta lights EXTINGUISHED.
2. No NTS operation.
Check the Propeller synchronizer system per the 3. No tendency to yaw.
Flight Manual. 4. Descent time 30 to 34 seconds (1700-2000
Ft/Min.
NTS Flight Check (Negative Torque Sensor) 5. Fuel flow RECORD.
c. Initiate a stall at one KIAS/Second transition
a. Establish a twin-engine climb or level
clean rate. Beta lights shall not illuminate until within 10
cruise at 8000C inter turbine temperature, or below. knots above stall.
b. On one engine, slowly move the condition lever d. Add power symmetrically to recover from the
into the EMERGENCY FEATHER range until the fuel stall and note any tendency to yaw.
flow drops to zero.
1. Stop movement of lever, do not feather. Adjustment
The engine should go into negative torque sen-
sor mode of operation and RPM should drop to Any out of tolerance condition should be corrected by
the range of 20 percent to 30 percent, referring to Engine Rigging Procedure.
Change 4 4-57
690
Section Iv MAINTENANCE MANUAL

Power Plant
I´•,i
17
THE CONTROL IS HOLD CONTROL REMOVE START WITH. THE END FITTING
SHIPPED IN A UPRIGHT WITH SHIPPING NEAREST YOU AND PAY OUT THE
FIGURE EIGHT BOTH HANDS. WIRE. LOOPS OF THE CONTROL, ONE AT
CONFIGURATION. A TIME. DO NOT COIL OR OPEN
LIFT THE LIKEALASSO. TOREFOLDTHE
CONTROL CONTROL, REVERSE THE PROCEDURE
FROM THE BOX.
2~ 114
Figure 4-29. Control Cable Handling
Minimum Inspection Requirements CONTROL CABLES
The aircraft should meet the following minimum re-
quirements. The power plant control cables are a unique type that
requires specialhandling, storage and installation to
a. The aircraft shall give consistently good starts prevent binding, slipping, coiling or improper engine
operation. The cables are a flexible precision ball
with no pronounced tendency to overtemp, hangup,
blow out, or surge. bearing device for transmitting linear motion (push-
b. ALL governor settings must be within specified pull). The cables are constructed of two each stain-
limits. less steel ball bearings and stainless steel or Teflon
c. During all operations, all engine parameters retainers, two stainless steel races, and one stainless
must read within the limits established by this pro- steel core. These components are contained in a
cedure; stainless steel housing with either a gray or black
d. The engines must negative torque sensor and outer cover material.
the propellers feather properly and give good air
starts.
e. The aircraft must handle symmetrically through HANDLING AND STORAGE
stalls and with reverse thrust and not tend to floater
sink landing.
on The cables are of such a nature that tools or other
f. The negative torque sensor check system, devices should not be used to grip the surface. Wrench
horsepower limiting system, and propeller synchron- flats are provided on the end fittings and the terminal
izing system must function as prescribed in this pro- ends to prevent twisting when torquing nuts or attach-
cedure. ing hardware. The control assembly bend radii shall
be six inches -mininum. The assembly will bend
WOTE
easily in the plane determined by the core. The plane
The data from Flight Test establishes of bend can be changed by allowing the control to coil
the requirement for additional ground easily into the new plane. Bending of the cables begin
adjustment, or verifiesthat the engines at the junction of the casing and end fitting for the
are rigged correctly for final accept- Teleflex cables (identified by a black partial covering),
ance. and one inch from the juncture for the Controlex
4-58 Change 4
690
Power Plant
MAINTAIN CURVE
DURING INSTALLATION
RACE ON INSIDE
TO STRAIGHTEN CONTROL, ESTABLISH

A HUMP AND CARRY IT THROUGH FROM
ONE END TO THE OTHER.
START W~H ARROW ON

BOTTOM (FMED RACE DOWN).
Figure 4-30. Control Cable Installation
Straighten of control with down.

cables (identified by a gray partial vinyl covering). b. core arrows
The control cable assemblies should never be lubri-

cated. Care should be exercised to prevent sliding of
RSOTlI
members against the internal stops. Do not permit
The fixed race of the control is marked
any sharp bends, twisting, crimping, denting, apply-
with an arrow.
ing side loads or standing on the control assembly.
The controlassembly is a flexible precision ball bear-
ing low friction transmitting device and improper
handling will seriously affect its operation. To avoid c´• Straighten ribbon by establishing a hump and
damage to the control, do not coil it like a rope or carry it through from one end of control to the other
force it into position. The following procedures in as shown in Figure 4-30.
4-29 should be strictly adhered to when un- d´• With control laying flat, bend forward end of
Figure
packing or pacldng cables. control (vinylcovered end) into a 1800 bend. Marked
flats (arrow) should be on the inside of bend. At this
point two technicians should install the cable as shown.

INSTALLATION INSTRUCTIONS One technician should hold the 1800 bend and the other
handling the straight end. This is done to insure the
a. Remove cables from box as previously shown core of the control cable remains flat with no internal
in Figure 4-30. coiling.
4-59
Change 4
690
Power Plant
e. As one technician holds the 1800 bend outside the compartment for increased friction when operating
aircraft, the other technician takes it into the aircraft the controls. If control does not move freely, the
and routes it through the leading edge of the wing with cable has been coiled.
the marked flat aft in the 900 bend required to route i. If cable is coiled, straighten cable from the
the control into the leading edge of the wing. point of entrance into the
engine compartment and
f. With overhead clamps in cabin area removed, reroute to remove improper coiling.
install control up to control quadrant but do not attach
to quadrant levers until routing of the control in the WOTI
engine compartment is complete.
If no appreciable load increase has
66’66 occurred and operation is smooth, the
control is properly installed.
Cables should not be carelessly routed
within the cabin area, but should be j. Determine mid-stroke positionofcontrol. Con-
held in tiers, the left engine cables nect input and output levers, assuring that mid-posi-
being in the upper tier and the right tions of levers and terminal ends correspond, Avoid
engine cables in the lower tier. sharp bending in the area of terminal ends.
k. Check to ensure that stops on external couplings
g. When controls are correctly located, tighten all stop the controlbefore the internal control limits are
clamps firmly but not tightly. Clamps are cushioned reached.
and are located to support the cable.
CAUTION
WOIIE
Do not overtighten clamps as they can
crush or squeeze the cables. The cables When attaching the terminal end, use
should be free to move through the wrench flats to keep the core from ro-
clamps, tating and causing dam~yTe to the control.
h. Check the final bend of the control in the engine i. Check control for free operation.
4-60 4
Change
SECTION
FUEL SYSTEM
690
MAINTENANCE MANUAI Srcti~ii V
Rirl S\strnt
SECTION V
FUEL SYSTEM
TABLF OF CONTFNTS
Page
GENERALDESCRIPTION 5-1
FuelSystemDrains 5-1
DEFUELINC AND REFUELING 5-2
Defueling 5-2
Refueling 5-2
FUEL FEED SYSTEM 5-2
FuelSump 5-2
FuelShutoffValve 5-2
FuelBoostPump 5-5
Fuel Screen and Fuel Filters 5-5
FUEL VENT SYSTEM 5-6
FUELCELLS 5-6
Fuel Cell Removal 5-6
Fuel Cell Repair (Coodyear Cells
Made of BTC39 Material) 5-7
Fuel CellInstallation 5-9
Wing Sealing 5-10.
FUEL QUANTITY INDICATING SYST EM 5- 12
Fuel QuantityIndicators 5-12
Fuel Quantity Transmitters ’5-12
Calibration Fuel Quantity System 5-13
Fuel Low Level Warning System 5-14
Fuel Flow Rate Indicating System 5-14
Flow Indicating System Maintenance! 5 ´•14
GENERAL DESCRIPTION of proper pressure, weight flow, and spray character-
istics to the combustion chalnber to satisfy the speed
and power demands of the engine. The system auto-
The standard fuel system consists of 12
aircraft maticalty compensates fuel flow for variations in anl-
outboard wing fuel cells and eight inboard wing fuel bient (inlet) temperature and pressure and engine
cells, a center wing fuel cell, and a lower fuselage acceleration characteristics, and for underspced and
cell. The fuel cells are interconnected to form a overspeed conditions. An oil-to-fuel heat exchanger,
single tank. Independent fuel outlets, which incor- encased in the oil tank housing, aids in cooling the
porate fuelshutoff valves to each engine, are installed engine oil. The resulting heat transfer front oil-to-
in the aft section of the fuel tank sump. The total fuel is used to provide fuel filter anti-icing. Fuel
usable fuel capacity of the standard fuel tank system drains are installed in fuel tank sump and in lower
Is 384 U. S, gallons. Fuel is supplied to each engine surface of the wing outboard of each engine nacelle
through independent supply lines from the fuel tank and adjacent to wing roots.
sump, located below the lower fuselage fuelcell.
Installed within the fuel tank sump are two submerged
fuel boost pumps and a fuel quantity transmitter that CUEL SYSTEM DRAINS
protrudes into the fuselage and center wing cells.
Fuel. from the fuel tank sump passes through an elec- Fuel system drains installed on the aircraft include a
tric fuel shutoff valve, flowmeter transmitter, fuel- fuel sump drain, lour fuel cell drains installed on the
to-oil heat exchanger, fuelfilter, and a fuel metering lower wing surface at wing stations 31.50 and 117. 90.
control unit before entering the engine. Fuel is.sup- and engine fuel drain lines which are connected into
plied under pressure from a fuel boost pump tothe the engine drain manifold. The fuel sump drain is
engine fuel filter and fuel control unit on each engine. accessible through an access door installed in the
From the fuel controlunit, fuel flows through the en- right side of tile fuselage under the right wing. Drain
gine fuel shutoff valve, flow divider, two-segment a small quantity of fuel from the fuel su mp drain daily
manifold, and nozzle assemblies where it is atomized to remove any accumulation of water or sediment
Into the engine combustion chamber. Fuel flow through The fuelcell drain valves are actuated by rotating the
the divider is routed through the lines of the two mani- valve with a screwdriver until Ihe valve locks open.
fold assemblies to spray nozzles as determined by A small quantity of fuel should be drained in a glass
C; fuel demand. The fuel control system provides fuel container occasionally to check for possible prrsfnct
5-1
690
Section V MAINT~NANCE ’IS~ANUAL
Fuel System
of water and sediment. REFUELING
To completely refuel the entire fuel system, proceed

as follows:
DEFUELING AND REFUELING
a. Check that battery switch is in OFF position
and external power is disconnected from aircraft.
Extreme caution must be exercised to prevent fire b. Attach static ground conductor to aircraft.
during defueling and refueling as fuel fumes are al- c.Close all fuel drain valves.
ways present during either operation, d. Remove right inboard fuel filler cap and fill fuel
cells with approved Turbo Jet Fuel (see Approved
Fuels and Oils Figure in this section). Install fuel
filler cap.
e. Remove outboard fuel filler caps and add fuel
WARNING I until all outboard fuelcells are full. Install fuel filler
caps.
f. Rinse all spilled fuel from wing surfaces with
water.
Aircraft must be grounded and no
smoking permitted while defueling or
refueling the aircraft. FUEL FEED SYSTEM
DEFU5LINO Fuel is delivered from the fuel tank sump to the en-
gines. Two fuel boost pumps supply fuel through the

To completely drain the aircraft fuel tank system, fuel shutoff valves and engine fuel filters to the fuel
proceed as follows: control unit installed on a pad on the aft side of the
reduction gear case. Since the fuel cells are inter-
a. Position aircraft on a level surface. connected to form a single tank, independent tank out-
b. Attach static ground conductor to aircraft, lets witha shutoff valve are provided for each engine.
c. Place fuel and hydraulic emergency switch in Fuel vent lines elrtend outboard from each forward
FUEL AND HYD EMER S/O position. fuelcell, through the forward outboard fuel cells and
d. Remove top engine cowling from each engine. then to the lower wing vent as shown in Figure 5-1.
e. Disconnect fuel supply line at each engine.
i. Install defueling hoses to fuel supply lines and
place ends of hoses in a fuelcontainer. Size of fuel FUEL SUMP
container will be determined by amount of fuel to be
j drained. The fuel sump is installed below the lower Iusela(Ee

g. Remove fuel filler caps. fuel cell in the forward upper right side of the baggage
h. Connect external power to aircraft and’place con;partment (see Figure 5-2). A drain valve is lo-
external power switch in EXT PWR position. cared in the lowest forward part of the sump and a
i, Place fuel and hydraulic emergency switch in small amount of fuel should be drained before each
NORMALposition and place engine controlswitches in flight and after refueling to check for the presence of
FUEL PUMP QN position. water andsediment which may have accumulated. Ac-
cess to the fueldrain is through a door installed in the
right side of the fuselage under the right wing. The

fuelsump, fuel boost pumps (submerged), and fuel
CAUTION shutoff valves are all. enclosed in a vapor-proof com-
partment.
Do not operate fuel boost pumps when FUEL SHUTOFF VALVE

fuel tank is empty.
Fuel flow from the fuel tank to each engine is con-
trolled by fuel shutoffvalves installed in an enclosure
j. When fuel tank has been defueled with fuel aft of the fuel tank sump. A fuel supply fine from
boost pumps, place engine control switches, battery each shutoff valve supplies fuel to the respective en-
switch, ande~cternal power switch in OFF position. Gine. The fuelshutoff valves are independently con-
k.. Drain left and right wing fuel cell drains (omit trolled by fuel and hydraulic emergency switches in-
step k., if fuel system is being drained for fuel cali- stalled in the overhead switch panel. Fuel flow to
brationcheck), engine is completely cutoff when tile appropriate
tile
i. Drain fuel tank sump drain, hydraulic cn~ergcncy Ywilch is placed in the
fuel and
m. Remove oxternal,ower unit. FUEL and HYD EMER S/O position. The shutoff
5-2
690
MAINT~NANCE MANUAL Section V
~el System
is Is’ I FUEL SUPPLY

FUEL VENT
SYSTEM
1 I~ i
FUEL PRESSL:RE
B FUEL SHUTOFF
VALVE
20 !9 20 19 2P 20 19 20
19 I
LOOKING FWD
AT FUEL SYSTEM
1, OUTED FUEL CELLS 11. RIGHT AFT INDD SMALL FUEL CELL
2, LEFT FWD OUTED FUEL CELL 12. RIGHT FWD INBD LARGE FUEL CELL
3. LEFT AFT OUTED FUEL CELL 13, RIGHT AFT INBD LARGE FUEL CELL
4. LEFT FWD INBD LARGE FUEL CELL 14~ RIGHT FWD OUTED FUEL CELL
5, LEFT AFT INBD LARGE FUEL CELL 15. RIGHT AFT OUTED FUEL CELL
6, LEFT FWD INBD SMALL FUEL CELL 16. FLAP CHECK VALVE
7, LEFT AFT INBD SMALL FUEL CELL 17. FUELSUMP
8, CENTER WING FUEL CELL 18. FUELPUMPS
9. FUSELAGE FUEL CELL 19. FUEL QUANTITY TRANSMITTER
10. RIGHT FWD INBD SMALL FUEL CELL 20. FUEL FILLER CAP
Figure 5-1. Fuel System Schematic
valves are normally left in the open position, NOR- FUELSHUTOFF VALVE INSTALLATION. To install
MAL switch position, and are closed only for ground the fuel shutoff valve, proceed as follows:
maintenance and emergency operating conditions re-
quiringthe fuel supply to be cutoff at the fuel tank. a. Remove plugs or caps from fuel line assembly.
b. Inspect open fuel line for evidence of foreign
FUEL SHUTOFF VALVE REMOVAL. To remove the material.
fuel shutoff
valve, proceed as follows: See Figures c. Position fuel shutoff valve, plate adapter, and
5-3 and 5-4, fuel line connector on fuel sump and install attaching
bolts.
a. Defuel tanks as outlined in this section.
b. Remove upper and lower cover plates and cover
assembly at aft end of lower pan and side assembly CAUTION
that encloses the fuel sump.
c. Remove fuel line and electrical connector at Check that new O-rings are properly
fuel shutoff valve. installed on each side of fuel shutoff
d, Remove attaching bolts, washers, and plate valve. O-rings not properly installed
adapter from fuel shutoff valve. will result in damage to O-rings and
e. Remove fuel shutoff valve. cause possible fuel leakage.
d. Connect fuel line assembly to fuel line connector.

e. Installelectrical connector to fuel shutoff valve
WOTI
f. Service aircraft with correct fuel.
Cover allopenings after removalof the g. Place battery switch in ON position.
fuel shutoff valve, for protection against h. Place fuel and hydraulic emergency shutoff
foreign matter. switch in NORMAL position.
5-3
690
Section V MAINTENANCE MANUAL
Fuel System
BOTTOM OF
FUSELAGE
FUEL CELL
OF
MOTBGNIW
TRANSMITTER
CASKET
j
j
I lo~ i I GASKET
O
TOP OF
FUSELAGE
FUEL CELL
cAssET--~I( ’.~..C)´•) ENCLOSURE
TOP OF
BOTTOM OF ´•1~
FUSELAGEFUEL CELL
b-
FUSELAGE
FUEL CELL
ENCLOSURE
k
I
ih;,
TRANSMITTER
GASKET SUPPORT
L-9
FILTER
SCREEN
ASXET DRAIN
LINE
PLATE
FUEL
BOOST
PUMP
~hd
DRAIN
FITTING
STUDi
GASKET
I I
FUEL LINE
CONNECTION
t
FUEL
SUMP i/ PLUGELECTRICA~t
CONNECTION
DRAIN VALVE ASSY FUEL SHUTOFF

VALVE
25 ~s
Figure 5-2. Fuel Sump and Transmitter Installation

5-4
690
MAINTENANCE MANUAL Section V
Fuel System
FUEL LINE CONNECTION
PLATE ADAPTER
FUEL SHUTO
ELECTRI CAL
CONNECTOR
a
r
PLATE
Figure 5-3. Fuel Shutoff Valve
i. Check fuelshutoff valve installation for possible b. Remove screws and washers that secure cover
fuel leaks. assembly to aft section of sump and remove cover as-
j. Replace cover assembly and upper and lower sembly.

cover plates, c. Remove attaching bolts and washers that secure
fuel boost pump to sump cover assembly.

d. Turn respective fuel boost pump on its side (45
)SOTE
degrees) and remove pump from fuel sump.
Seal all attaching screws and attaching
ends that secure the cover assembly to The installation of the fuel boost pump is the reverse
the fuel sump lower pan and side as- of the removal procedure.
sembly. Use Brush-On Pro-Seal No.

890 Class A, Coast Pro-Seal Manufac-
turing Co., Los Angeles, Calif. A FUEL SCREEN AND FUEL FILTERS
small acid brush may be used to apply
the sealer. Fuel to the engines is filtered through the fuel tank
screen in the fuel tank sump and through the respec-
tive fuel filters on each engine (see Figures 5-2 and
FUEL BOOST PUMP 5-5). The engine fuel filters are to be inspected and
cleaned at each 100-hour inspection. The fuel tank
Two electrically-driven submerged fuel boost pumps screen is to be inspected and cleaned at each 500-
are installed in the fuel tank sump and operate inde- hour inspection or annually, whichever occurs first
pendently to supply fuel to each engine. When either unless the engine fuel filters require cleaning at in-
the left right engine control
or switch, installed in the tervals more frequent than 100 hours. Should fre-
overhead switch panel, is turned to the FUEL PUMP quent cleaning of the engine fuel filters be required
ON position, the respective fuel boost pump is ener- the fuel tank screen must be inspected and cleaned.
gized. Boost pump pressure should be from 33 to 50
psi. FUEL SCREEN REMOVAL AND INSTALLATION. To
remove and install the fuelscreen see FUEL QUANTI-
FUEL BOOST PUMP REMOVAL AND INSTALLA- TY TRANSMITTER REMOVALAND INSTALLATION
TION. To remove the fuel boost pump, proceed as LOWER CENTER FUEL CELLS in this section.
follows (see Figure 5-2):
FUEL FILTER REMOVAL AND ~NSTALLATION. To
a. Remove fuel shutoff valves as outlined under and install the engine fuel
remove filter, see Section
Fuel Shutoff Valve Removal. IV of this Maintenance Manual.
5-5
690
Fuel System
UPPER COVER
PLATE
GROMMETS
LOWER COVER
PLATE
1 i
o\ i~i ASSEMBLY
"5 PAN AND SIDE

ASSEMBLY
25 56
Figure 5-4. Fuel Enclosure Assembly Fuel Sump
FUEL VENT SYSTEM fuselage between the upper and lower wing skin sur-
faces are accessible through access openings in the
upper wing skin. The fuel cell located in the center
The fuel tank is vented by vent lines, which origi- wing and the fuselage fuel cell, which is located in a
nate at wing stations 24. 00. Each fuel cell is inter- vapor-proof compartment directly below the center
connected to its adjacent fuel cell and the extreme wing, are accessible through an access opening in
outboard fuel cells are vented to atmosphere
then the fuselage fuel cellcompartment. Fuel cells should
through a vent tube located in the lower outboard wing be warmeduntil flexible before attempting installation
skin. Since all of the fuel cells are interconnected, in aircraft. To remove or install a fuel cell, fold it
this uncomplicated vent system vents all fuel cells to to fit through the access opening and unfold the fuel
atmosphere. The vent tube extending through the cell as soon as possible. Fuel cells may be repaired
lower wing surface is scarfed forward at 45 degrees as outlined in this section. However, severely dam-
to provide slight tank pressurization and prevent si- aged fuel cells must be replaced.
phoning action. Electrical heating elements are in-
stalled in the left andright fuel cellvents to eliminate
the possibility of ice forming over the vents (see FUEL CELL REMOVAL
Figure 5-6).
The fuel cells are held in place with snap fasteners,
delta rings, and nylon lacing (see Figure 5-7). The
fuselage and center wing fuel cells areheld in place
FUEL CELLS by snap fasteners, placed around the fuelcells to hold
them against the cell liners. The remaining fuel cells
in the wing are installed with snap fasteners, delta
The standard fuelstorage system consists of fourteen rings, and nylon cord, except for the aft outboard fuel
fuel cells interconnected to form a single tank. The cells which are supported by nylon cord only. To re-
twelve fuel cells installed in the wings outboard of the move the fuel cells, proceed as follows:
5-6
690
Fuel System
Cement, Goodyear Tire and Rubber Co. No. 2342C.

Cement, Goodyear Tire and Rubber Co. No. 2333(3.
Cement, Goodyear Tire and Rubber Co. No. 2315(3.
Methyl Ethyl Ketone (MEK).
Repair Material, Goodyear Tire and Rubber Co. No.
O-RING
ETC 39.
FILTER I Paint Brush, 1 Inch.
Stitching Roller, 1 Inch.
Cellophane, 12 Inch x 12 Inch Sheet.
Foam Rubber, Clothbacked 12 Inch x 12 Inch Sheet.
Aluminum Plates, 6 Inch x 6 Inch, O, 25-inch Thick
CEMENTING PROCEDURE. Cement for this repair

is a three-part cement requiring mixing before use.
O-RING Amount of cement to be mixed depends upon sizeof
patch(es) to be installed. Cement should be mixed
CASE and applied as follows:
a. Remove lid from one quart can of 2342C cement
(containing 272 grams) and heat until contents become

liquid.
~26 b. Add one can of 2333C cement (containing 185 cc)
to 2342C cement.
Figure 5-5. Fuel Filter c. Stir until mixture is smooth. This will require
a minimum of five minutes.
d. Add one bottle of 2315(3 cement (containinK 59
a. Defuel aircraft as outlined in this section, cc) and stir for a minimum of 10 minutes.
b. Remove applicable fuel cell access cover.
c. Remove fill port,quantity transmitter, ac-

fuel 11011
cess doors, and fuel sump and center fuel quantity
transmitter when applicable, depending on whichcell When the size of patch does not require
is to be removed, a fullquantity of cement, mix a reduced
d. Remove vent hose and interconnecting tube quantity by proportionately reducing
clamps through fuel cell
opening, each of the three cement components.
e. Disconnect molded nipple fittings on fuel cells Minimum mi~dng time must be ob-
from interconnecting fuel vent tubes. served. Do notusecement after it has
f. Remove lacing which supports top of wing fuel been mixed more than two hours.
cells and loosen snap fasteners. Tilt snap fasteners
slightly when pulling fuel cell free, to prevent tearing e. Cut a patch from BTC39 repair material. Size
fuel cell, ofpatch is dependent upon size of damage to be re-
fold fuel cell. paired. Patch must have rounded corners and eldend
g. Collapse and
h. Remove folded fuel cell from compartment. at least two inches beyond edge of damage. Edges of
i. Unfold fuel cell and remove fittings, hangers, patch must be tapered and feathered, and patch must
and snap fasteners. be cleaned as outlined in step f.
f. Using a clean lint-free cloth dampened with
MEK, clean a one square foot area of outer fuel cell
FUEL CELL REPAIR (GOODYEAR CELLS MADE OF surface, centered on damage to be repaired. Use
9TC39 MATERIAL) three separate cleanings to assure removalof all dirt,

sludge, and foreign material.
Fuel cells fabricated of BTC39 material by the Good- g. Apply one evenly brushed coat of cement to dull
or gum stock side of patch and to outside of fuel cell
year Tire and Rubber Company are identified by the
manufacturer’s name on the cell and shows that the around area of repair. Allow cement to dry for 30
cell material is BTC39. Allowable field repairs are minutes.

h. Apply a second evenly brushed coat of cement to
repair of punctures, slits or tears not to exceed three
inches in length, abraided holes, and loose hanger the patch and fuel cell. Allow cement to dry for lj
and snap fittings. When installing fuel cells manu- minutes.
i. Fold fuelcell over so that area of repair is near
factured by Goodyear Company, WWD clamps should
edge of table bench with damaged surface up and
be used for installation of interconnects and torqued or
to 25 3) inch-pounds. Torque values stenciled on flat.

the fuel cells for multi-bolt fittings should be followed, j´• Place one sheet of cellophane inside fuel cell.
Allrepairs should be made on a suitable size table or Center cellophane on repair area and smooth it out.
clean surface, k. Place a 1/4 x 6 x 6-inch aluminunl plate betwr;c-l~
bench having a flat, smooth,
fuel cell and table centered under area of damage.
MATERIAL AND EQUIPMENT. The following items i. Center damaged area and roll
patch on down
are necessary to repair Goodyear fuel cells made bf firmly with a i-inch stitching roller. Roll from cen-
BTC39 material: ter to outer edge to force out any trapped air.
5-7
690
Section V MAINT~NANCE MANUAL
Fuel System
VENT LINE HOSE CLAMPS (2 PLS)
ELBOW
GROUND JUMPER WIRE
P HEATING ELEMENT
KNIFE CONNECTOR
VIEW LOOKING UP IN LEFT

WING BETWEEN STATION
201AND219. RIGHTWING
OPPOSITE 25 57
Figure 5-6. Heated Fuel Vent
m. Place a sheet of cellophane over patch. Cold Cure Method

n. Place a 1/4 x 12 12-inch sheet of clothbacked
x
foam rubber over cellophane and center on patch with Cold curing cemented patches is accomplished by
cloth side facing outward, leaving the clamped patch on the table for 72 hours
o. Place a 1/4 x 5 x 8-inch aluminum sheet over at a room temperature of approdmately 750F. In-
sheet of foam rubber and center on damaged area. creases temperature do not decrease curing time.
in
Decreases in temperature increases curing time by
25 percent for each 100 decrease in temperature.
t~3 CAUTION
EXAMPLE:
Heat Cure Method

At
mum
650F the patch
of 90 hours.
must cure for a mini-
Wrinkles must not exist in area of patch

or in fuelcell wall under area of patch. For heat curing, a Goodyear P/N 2F1-3-25721 cure
Check to see that patch has not slipped iron or equivalent cure iron capable of maintain-
an
on damaged area,
ing a regulated temperature of 240 5)OF is placed
over the aluminumplate covering the foam rubber pad
p. Center open end of an 8-inch C-clamp on alum- and clamped as outlined above. Heat is applied for
inum plate over patch, and clamp to table or bench. two hours and then allowed to cool for 15 to 20 minutes
Apply sufficient force to extrude cement from under before removing clamp.
edges of patch.
CAUTION
CAUTION
The heat cure method should not be
Cement which e~trudes through dam- used for any repair in which the alum-
aged hole should not be allowed to con- inum plates extend over a formed angle
tact adjacent fuel cellwalls. Cellophane of the fuel cell.
inside fuelcell cavity must protect fuel
cell walls from extruded cement. Examination of Patch
CURING OF CEMENTED PATCHES. The curing of At the end ofcure period, the clamp, heater (if used),
cemented patches is as follows: aluminum plates, foam rubber pad, and cellophane are
5-8
690
Fuel System
removed from patch. Use a clean lint-free cloth ticlzer and willprevent the inner surface Iroln drying
dampened with water to moisten cellol,hane for re- and cracking.
moval. Examine edge of patch and damaged edges of
inside of fuel cell. Separation of edges of patch from REPAIR OF LOOSE HANGER AND SNAP RIlJG RE-
fuel cell of O. 25-inch or less is acceptable; however, TALNER STRAPS. Repair of loose retainer straps is
loose edges should be trimmed and buffed. Separa- accomplished by cleaning, cementing, and cold cure
tions of more than O. 25-inch should be recemented procedures outlined previously.

and recured.
CAUTION 1 FUEL CELL INSTALLATION
To install a new or repaired fuel cell, proceed as Tc,llow~:

It ismandatory that all cellophane be
removed from inside the fuel cell. a. Wing fuel cells outho;lrd of tile fuselage ;Ire throuph
openings in top surface of wing. Center winF ;l11d fUcC’lilCc’ Ttlrl
TESTING OF REPAIRED FUEL CELLS. Testingof cells are installed through access oFninF ill f,r happ"8c
repaired fuel cells is accomplished by closing all cell compartment.
b´• T;ucl cell compar(nlerlts nlust he clraneti of ~rl
openings. A means of inflating cell must be provided
at one opening. Fuel cell is inflated to 0.25 psi (max- filings, trimmings, loose washers, bolts. nuts. etc.
Reco’d the weight of the filer cells removetl and the frlcl cell~
imum) and the outer surfaces brushed with a soap and C´•
being installed NOTE: The weight tin pounds) is stenciled on

water solution. Soap and water solution film must
Bubbling each fuel cell.
completely cover area being examined,
solution will occur in area of leaks. Wipe all soap d´• All sharp edges of fuel cell compartments roust he rounded
and water solution residue from cell upon completion
off and protective tape applied over all sharp edges and protruding
’ivet".
of test, A more critical leak test may be performed
e. Inspect f~lel cell compnrtmen( just prior to in~-tallarinrr of
by preparing a phenolphthalein solution by mi~ing 40 cell.
grams of phenolphthalein crystals in 0. 5 gallon of Be certain fuel cell is he nrxihlc. and flllcl
f~ warltl enough to
ethyl alcohol and then adding this mixture to 0. 5 gal- fit through fuel cell access uprniclp
to
necessnrS´•
ion of water and stirring, A clean, lint-free, ab- When fuel cell is in place it shoultl he devclojrd r,ltr to Ir´•
g.
sorbent cloth is then saturated with ammoniaat the
full size, and hanger fittings laced as shown in Figurc .s-2. ~lien
rate of 3 cc per cubic feet of cell capacity, placed in- strain on cell.
,II and now tubes to avoid ;Iny
fittings
side of cell, and cell closed and inflated as outlined h. Attach cell Fasteners to walls of conlp;lrt~ltent.
above. A large white cloth is then soaked in the phe- Bolts or screws shall be torqued to the val~e stenciled c,n tlle
nolphthalein solution, wrung out thoroughly, spread fuelcell.
on the cell smoothly, and pressed down. Leaks will Special attention should be given to tile following.
show as a red staining of the cloth caused by leaking i. Bolt and screw should not "bottoln" on inside of blind
of ammonia fumes from inside of cell and reacting on tapped holes or dolne nuts
the phenolphthalein solution in outer cloth. Keep sat- 2. Check bolt lengths to avoid riding of nut pl;~te on shank
urating and moving cloth untilentire surface area has or unthreaded area.
been examined. Rinsing of cloth in phenolphthalein 3. When fastening or unlns~cllinp. \riap laslellrrr. tile
solution willremove stain. Each leak should be marked fastener must be tilted at a slig(ll angle her~re ic ic ~naypctl
when found, Remove cell test fittings and allow cell into place or unsnapped. Failure to do this n´•ill tlanle strap or
to air out after testing. Damaged fittings, leaks in snap fastener,

j´• After installation has been completed. fuel cell sllclultl he
corner, or leaks within a radius of corners which can-
not be repaired without wrinkling during clamping are inspected for final f~t within compnrtrllent, Illnkinp fcrr;lin Illal cell
not considered field repairable. Consult the nearest is extended out to structure and that no comers are fnlcte~l in.
Aero Commander Distributor about damages of this k´• Final inspection prior to closing fuel cell should he a clo~e
check to assure that cell is free from foreign ~nnrter such as lint.
nature.
dust, oil, or any installation equipment, if a cell is not thoroughl~´•
FUEL CELL PRESERVATION. The inside of a new clean, it should be cleaned with a lint-free cloth so;lkctl in alcohol
fuel cell is treated with a plasticizer to keep the rub- or kerosene. NO OTHER SOLVENT SHAI~I, BE C!SED.
ber soft and pliable, Gasoline dissolves the plastici- 1~ I, order to get the best service from molded
zer but since it is a plasticizer itself, no hardening used in these cells, it is necessary to
nipple fittings
or cracking willoccur while fuelremains in the cells, exercise certain precautions at lime of installation.
Approlrimately 10 days after all fuel has been drained 1, Insert flow tube into fitting until end is
from the cell, the inside of the cells will dry, causing flush with inside edge of nipple.
cracking or checking. This cracking or checking may 2. clamp should be clear of
Hose end of fit-
penetrate through the inner liner of the cell after the ting by O. 25-inch where possible.
cell has been refueled. To prevent a fuel cell from 3. Hose clamp should always be located on
drying and cracking, apply a thin coat of SAE l0-weight fabric reinforced area of nipple.
oil to the inner surface of the empty fuel cell when it
is evident that the cell will remain empty for 10 days
or more, whether the cell is in storage or installed
in the aircraft. The oil will act as a temporary plas-
5-9
(’llnnge .5
690
Fuel System
OOo e-,
DD C1´•7 oOO ’-~f

c--´• -L
cT-
~3"
1O c
15 20
Figure 5-7. Fuel Cell Lacing Pattern
4. Torque clamps on fuel cell nipples to WING SEALING

the following:
The wing area nelrt to the fuselage is carefully sealed
Black Nipples: during manufacture of the various sub assemblies and
again after assembly of the completed wing. The fol-
Nipple Fitting I.D.(Jnches) Torque (IN-LBS) lowing information is included to assist in the mainte-
0.25 thru 0. 50 12-16 nance and repair of the wing to obtain a correct and
0.75 and 1.00 15-20 lasting seal when replacing or repairing structural
1.50 25-30 parts that lie within this area.
2.00 30-35
3.00 35-40 SEALANT MATERLALS. The following is a complete
list of sealants to be used, and their general applica-
Amber (Creme) Nipples: tion.
All 35-40 inch-pounds. Coast Pro-Sea1567, Void Filler.

Coast Pro-Seal 890 Class A-1/2, Wing Fuel
Area Sealant
NOTE Coast Pro-Seal 890 Class A-2, Wing Fuel
Area Sealant
When tightening clamps, do not allow clamps
to come in contact with sides of fuel cells. Coast Pro-Seal 890 Class B-1/2, Wing Fuel
Area Sealant
Coast Pro-Seal 890 Class B-2, Wing Fuel
5. Use no sealing paste or gasket compound. Area Sealant
6. thin film of Simonize Wax to the
Apply a Products Research Co. 1422 Class A-1/2,
metal flow tube to facilitate installation. No Wing Fuel Area Sealant
other lubricant shall be used on fittings of this Products Research Co. 1422 Class A-2,
type. Wing Fuel Area Sealant
m. Install fuel quantity transmitter and fuel sump Products Research Co. 1431 Class B-8,
in fuselage fuel cell(see Fuel Quantity Transmitter Wing Fuel Area Sealant
Removaland Installation Lower Fuselage Fuel Cell). Rectorseal No. 15 or Mil-T-5542B, Anti-
n. Place a thin bead of Coast Pro-Seal890, Class Seize and Sealing Compound.
A-2 sealer compound on fuel cell access covers upon
installation, and replace access covers. Seal outside
of access covers wlthCoast Pro-Seal 890, Class B-2,
o. Calculate the fuel system weight change using the values

recorded in step c. If the weight change exceeds 5 Ibs, then
incorporate the weight change in the weight and balance section
of the aircraft flight manual.
5-10
Change 5
690
Fuel System
WOTI erator. Two-part sealants should be mixed

only in
the quantity required for a specific Surplus ad-
task.
Class A indicates brushable material. hesive should be discarded since the storage life of
Class B indicates filleting or injection mixed sealants, even under refrigeration, is very
material. Dash numbers indicate the limited. The two-part sealants have a definite and
work life of the sealant. Example: A-2 limited work life after being mixed; the work life be-
indicates a brushable materialhaving ing the length of time the sealant will remain in a
a a-hour maximum work life. workable form before becoming too hard. Before
mixing the sealant, the amount needed for the specific
Prior to use, all sealants are to be stored in a refrig- job should be estimated and only that amount mixed.
5- 10A/5- 10B
Change 3
690
~el System
Do not try to seal an area so large that the job cannot all frame flanges are sealed with a fillet of 890 Class
be finished within the work life of sealants. By using B-8 sealant applied with a pressure gun. When used
these simple precautions a great deal of time and as a faying surface sealant, the surfaces must be
sealant may be saved. cleaned, the sealant applied to one surface with a
pressure gun or spatula, and then spread with a spa-
tula to cover the entire faying surface area approx-
CLEANING MATERIALS AND TOOLS. The following imately 1/32 inch thick. When the surfaces are fas-
isa list of cleaning materials and tools used when tened together, a small excess of sealant will be ex-
applying sealants. truded continuously along the joint. The extruded
sealant is then faired out, leaving a smooth fillet along
1. Methyl Ethyl Ketone (MEK). the length of the joint.
2. Cheesecloth, Kimwipe, or equivalent. Do not
use shop towels. Angles and Channels
3. Pyles sealing gun, Model 250-06 (using dispos-
able cartridges). When an angle or channel is joggled, the area beneath
4. Sealant forming tools spatula and sealant the joggle portion must be filled with sealant. Force
fairing tools, sealant into one end of the cavity with a
pressure gun
5. Inspection mirror. until the sealant emerges from all other openings.
Holes are sealed by applying Coast Pro-Seal 567 (void
filler) to the pressure side of the hole with a spatula.
SEALING PROCEDURES. The following procedures Tooling holes are sealed by first filling with a rivet
are provided to enable operators to obtain successful and then brushing with a coat of sealant.
sealing of the wing during and following repairs to the
wing area. Fasteners
Fasteners, rivets, bolts? etc., installed through a

Cleaning faying surface seal within the work life of the scal-
ant needs no further sealing. Any fastener installed
Remove grease, oil, dirt, chips and all foreign mate- through a structure where no faying surface sealant
rial prior to cleaning. The success of a good seal has been used shall be sealed as follows:
depends on the
thorough cleaning of both surfaces of
the affected parts to be sealed. Cleaning can be ac- a. Apply sealant to fastener upon installation. Seal-
complished usingexpendable gauze sponges or a clean ant must extrude evenly around the fastener.
lint-free cloth. Scrub both surfaces until cloth re- b. Brush fastener with sealant to form a fillet alter
mains clean after wiping. Do not use an excessive installation.
amount of solvent. For the final cleaning, wipe sur-
faces dry with a clean dry cloth to remove any film Cutouts for Webs and Ribs
left by the evaporation of the solvent. The area clean-
ed should be slightly wider than the width’of the sealant Coast Pro-Seal 567 (void filler) is used to seal long
to be applied. All cleaning solvent should be removed gaps not greater than 0. 25 inches in width and holes
from assembly faying surfaces with oil-free, com- no greater than 0. 38 inches in diameter. Apply filler
pressed air. If any primer or paint is removed dur- with a spatula and lap the edgesof the void by at least
ing the cleaning operation, paint the area after the 0. 15 inches to obtain the required strength. Should
sealing operation is completed. the void be too large, use sheet metal clips of 0. 020
aluminum to reduce the size of the void.
Mi~ing
Mix the two-part sealants in accordance with the in- Electrical Wiring
structions on the container. Mix or stir the mixture
until it is uniform in color. Keep mixture free from All electrical wiring passing through wing structures
grease, oil, dirt, metal chips, and all foreign objects, are routed through grommets in ribs, webs, and
Mix only enough sealant necessary for completing the beams. The grommets are sealed with Coast Pro-
sealing requirements. Keep the sealant containers Seal 890 Class A-2.
closed when sealant is not being used.
REPAIR OF SEALANTS. Should the sealant become
damaged during its work life, it may be repaired by
SEALING AREAS. Various areas of the pressurized removing the damaged fillet and applying new sealant,
cabin require special sealing practices to assure a or reworking the fillet with a forming tool. When thr
thorough seal. When repairing these areas it is nec- damaged filler has hardened, the fillet should be re-
essary to maintain a thorough seal, paired as follows: Remove all faulty sealant or re-
sealant down to solid materials and reseal.
move Lf
Skin Laps beyond repair, cut away complete fillet altd clean;lll(3
reseal the area. When removing sealant do not danl-
The internal edges of all skin laps and both edges of age surface beneath fillet.
5-11
690
Section V MAINT~NANCE MANUAL
Fuel System
fuel in the cells. The electric signal to the indicator

varies with the volumetric changes of fuel within the
fuelcells. As the levelof the fuel changes the signals
ACCESS PLATE from the transmitters are fed to the fuel quantity cali-
B bration box. The fuel calibration box combines the
signalfrom each transmitter and transmits a single
signal to the indicator.
P~ I
O a I a. Disconnect electrical connector from indicator.
b. Remove indicator attach bolts.
c. Remove fuel quantity indicator.
GASKET The installation procedure for the fuel quantity indi-

Q\t/ I caters is the reverse of the removal procedure.
FUEL QUANTITY FUEL QUANTITY TRANSMITTERS
o a
TRANSMITTER
o The fuel quantity transmitters provide the signal for
the fuel quantity indicator on the instrument panel.
See Figures 5-2 and 5-8. The transmitter installed
o
OhQ in the center and lower fuselage fuelcells has a probe
GASKET extending upward from the fuel sump through the
e lower fuselage fuel cell and into the center wing fuel
a
cell. The transmitter is held in place by a trans-
I mitter support at the top of the center wing fuel cell.
The transmitters work in conjunction with each other
to gage the fuelquantity within the fueltank. The fuel
level determines the current flow through each trans-
mitter to the fuel calibration box which calibrates the
current flow to the indicator.
FUEL QUANTITY TRANSMITTER REMOVAL AND

FUEL CELL INSTALLATION. To remove and install the fuel
quantity transmitter, proceed as follows:
25 30
Transmitters outboard of Wing Station 24. 00:
Figure 5-8. Fuel Quantity Tronsmitter

a. Drain fuel cells las required).
b. Place battery switch in OFF position.
FUEL QUANTITY INDICATING SYSTEM c. Disconnect battery from aircraft electrical sys-
tem.
d. Remove access cover over fuel quantity trans-
The fuel quantity indicating system is comprised of mitter to be removed.
the following components: A fuel quantity indicator e. Disconnect electrical connections.
installed in the right instrument panel and three fuel f. Remove bolts, washers, gaskets, and attaching
quantity transmitters installedwithin the wing. Probe plate.
type fuel quantity transmitters jointly measure the g. Remove transmitter from fuel cell.
density pressure of the fuel within the fuel tank. The
The installation is the of the removal.
density pressure of the fuel is transmitted as an elec- reverse
trical signal to the fuelquantity indicator. The

strength of the signal from the transmitter varies in WO’IE
direct relation with the volume of fuel within the tank.
When the long range (optional) fuel system is installed Apply Coast Pro-Seal 890, Class A
four fuel quantity transmitters are utilized, sealer compound to both sides of gas-
kets before positioning them in place.
FUEL QUANTITY INDICATORS Transmitter located in Center Wing and Lower Fuse-
lage FuelCell:
The fuel quantity indicator is a millivoltmeter with a
dial calibrated in pounds to indicate the quantity of a. Defuel aircraft as outlined in this section.
5-12
690
Fuel Systeni
fuelquantity calibration box, located on the forward

side of the aft pressure bulkhead. Refer to Figure
5-9 for an illustration of the calibration bos corn~,en-
sating screws. When trouble shooting a malfunction
in the fuel quantity indicating system check the in-
strument for proper operation first. The next step is
81~"
O O to check electrical wiring for continuity, if continuity
of wiring is satisfactory visually inspect the cali,ra-
I r I I tion box for damage. If these checks do not reveal a

cause for the
malfunction, it may be possible to cor-
rect the fuelquantity indicator error by adjustrltent of
I I the appropriate compensating screw in the fuel ga~ini:

system calibration box. If adjustment of the cuntpcrt-
O
sating screw does not correct the error the calibra-
tion box should be removed and rei,lacftl. Whr;lt this
does not correct the error the fuel quantity transIl~itt er
Compensating Screw Pins Ohms must be replaced. Any one of the fuel quantity trans-
mitters or the fuelquantity indicator may be rcl,laccd

Zero C-D 11.65’ ,1 without recalibrating the fuel quantity systclH. How-
Ctr Lower B-F 1453 +1
ever, if the fuel calibration box or two or more coln-
Ctr Upper B-G 453 1
ponents of the fuel quantity systent are replaced. th~-´•
Inbd Wing B-H 911 1 fuel quantity system must be recalibrated. Wllen a
Outbd Wing B-J and M 286 1 new calibration box is to be installed, set the coII1-
pensating screws of the new calibration bos tu tile rc-

2518 sistance values stated in Figure 5-10. Subsequent
paragraphs outline procedure for the fuel
Figure 5-9. Fuel Quantity Calibration Box gaging system.
FUEL QUANTITY CALIBRATION PROCEDURE. A

b. Gain access to lower fuselage fuel cell through means must be provided to deterlnine the amuunt of
baggage compartment. fuel being added or removed fronl tile aircraft fuel
c. Disconnect electrical wiring for fuel transmit- system in pounds with an absolute accuracy ul 0. 5
ter at quick disconnect onaft side of fuel sump. percent.
d. Remove fuel shutoff valves at aft end of fuel
sump as outlined in this section. a. Defuel aircraft.
e. Remove attaching screws from fuel sump lower
pan and side assembly.
f. Remove lower pan and side assembly. 96099
g. Disconnect fuel line connection at forward end
of drain valve assembly. If new fuel cells have been installed
h. Remove attaching nuts andwashers securing add 60 pounds of fuel in each outboard
fuel sump to bottom of lower fuel cell, wing filler opening. Allow five minutes
i. Remove fuel sump from aircraft. to elapse then defuel aircl´•aft.
j. Remove screen from transmitter.
k. Remove attaching nuts, washers, bolts, and b. Jack and level aircraft as described in Section II.
stat-o-seals that attach lower end of transmitter probe c. Completely drain center fuel tank at sulllll drain
to bottom of fuel sump, then add 31 pounds of fuel.
i. Remove transmitter, d. Adjust indicator to read zero 20poullds by
using the "ZERO" adjusting screw in calibration box.
The installation of the fuel quantity transmitter in the e. Add 300-pounds of fuel and adjust "CTR LOWER"
lower fuselage fuel cell is the reverse of the removal calibration box compensating screw until indicator
procedure, except install new gaskets when neces- reads 300-pounds f 20-pounds.
f. Add 700-pounds of fuel and adjust "CTR UDPER"
sary.
calibration box compensating screw until it~dicntcll-
Seal over all attaching screws, bolts, nuts, and at- reads 1000-pounds~ 20-pounds.
taching sides that secure the fuel sump enclosure to g. Add 800-pounds of fuel and adjust "INDD WISG"
the lower side of the fueltank and aft cover assembly calibration box compensating screw ulltil indicator
enclosing the fuel shutoff valves, with Brush-on Pro- reads 1800-pounds 5 20-pounds.
Seal Sealer No. 890 Class A, Coast Pro-Seal Manu- h. Add G00-pounds of fuel and adjust ’’OUTBD
facturing Company, Los Angeles, Calif. Use a small WING"calibration box compensating screw until indi-
acid brush to apply sealer, cater reads 240O-pounds f 20-pounds.
i. Defuel aircraft fuel system and at each 200-
pound increments verify that remaining fuel and fuel
CALIBRATION -FUEL QUANTITY SYSTEM quantity indicator reading are within allowable toler-
ance as shown in Figure 5-10. DO NOT CHANGE
SETTING OF CALIBRATION BOX COMPENSATLUG
Calibration of fuel quantity transmitters and the fuel
indicator are accomplished jointly through the SCREWS DURING DEFUELING CHECK.
quantity
5-13
690
~el System
e. Remove low level warning switch from access
ERROR ENVELOPE
plate.
To install fuel low level warning switch, reverse the

15 0 I:-W-/_I ’~i13 f 4’~-:T--fli--l-l I--´•:- removal procedure and perform steps f. and g.
f. Place battery switch in ON

position and verify
too
illumination of low fuel quantity warning light.
g. Add fuel to fuel system and record amount of
fuel to extinguish low fuel quantity warning light.
50
Appro~imately 31 gallons of fuel is required to cause
the warning light to extinguish.
FUEL FLOW
1 RATE INDICATING SYSTEM
I The fuel flow rate indicating system provides an ac-
curate measurement of the fuel flow to each engine

100
and total fuel consumed by both engines (see Figure
5-11). The system consists of a fuel flow sensor
150 (transducer) installed in each engine fuel system up-
stream from the fuel solenoid valve, a signal condi-
0 500 1000 1500 2000 2500 3000 tioning unit installed the left aft side of the aft
on
pressure bulkhead, a fuel flow rate indicator for each

FUEL WEIGHT LBS
engine, and a fuel consumed indicator-totalizer in-
stalled in the instrument panel. The individual engine
WOTI flow rates are indicated on the applicable fuel flow in-
THE ERROR IS THE DIFFERENCE dicator. The fuel flow rates are also combined by a
function of the signal conditioning unit to furnish a
BETWEEN THE WEIGHT OF FUEL
IN TANKS ANI) THE GAGE READING. I CO"ti"UOUS measurement of total fuelconsumed, which
is indicated by the fuel consumed indicator-totali zer.
The fuel flowing through the fuel flow sensors (trans-
Figure 5-10. Indicator Error Envelope ducers) is converted to electrical pulses at a rate that
is proportional to the volume of fuel flowing to each
engine. These pulses are transmitted to the signal
j. If indicator pointer does not return to "ZERO" conditioning unit, for conditioning and conversion to
f 5 5- pounds or indicator does not read within toleranc e analog signals which are transmitted to the fuel flow
limits of Figure 5-10, repeat steps d. through i. until indicators. The fuel flow indicators are basically de
requirements of defueling check can be met. microammeters and are calibrated in pounds per hour.
k. Place electrical tape over compensating screws The conditionedpulses are simultaneously transmitted
and seal with torque dye, within the signal conditioning unit to a pulse divider
i. Return aircraft to service. which scales the signals to units and drives a counter
which registers total fuel consumed on the fuel con-
sumed indicator-totalizer, The fuel consumed indi-
FUEL LOW LEVEL WARNING SYSTEM cater-totalizer, which is an electromechanical digital
counter calibrated in pounds, provides a continuous
A low level warning switch is installed inside the count of pounds of fuel consumed.
lower fuselage fuel cell on the fuel cell access plate,
which is located on the aft side of the lower fuselage
fuel cell. When the fuel supply is exhausted to a FUEL FLOW INDICATING SYSTEM MAINTENANCE
critical point (approximately 31U.S. gallons) the
switch is activated and illuminates the low fuel quan- Routine preventative maintenance of the fuel flow in-
tity warning light located in the annunciator panel, dicating system is limited to checking the electrical
wiring and connections for security and any general
condition which may cause shorts, increase resis-
FUEL LOW LEVEL WARNING SWITCH REMOVAL tance, or cause loss of electrical continuity. An
AND ZNSTALLATION. To remove low level warning individual fuel flow indicator may be checked for ser-
switch, proceed as follows: viceability by exchanging indicator leads and checking
to see if the malfunction follows the leads. When the
a. Defuel aircraft as outlined in this section. malfunction follows theleads theindicator is service-
b. Disconnect switch electrical wires at wire
splice, able and the malfunction is caused by electrical con-
e. Disconnect outboard wing fuel cell fuel lines at nections orothersystemcomponents. Where possible
connection on lower fuselage fuel cell access plate. the interchange of left and right engine system com-
d. Break safety wire and remove bolts securing ponents is the quickest and most positive method of
access plate to lower fuselage fuel cell. isolating a system malfunction.
5-14
690
~el System
FLOW SENSOR-TURBINE TRANSMITTER FLOW SENSOR-TURBINE TRANSMITTER
SIGNAL CONDITIONING UNIT
[71TIID
FUEL CONSUMED
INDICATOR-TOTA LIZ ER
FUEL FUEL
FLOW RATE FLOW RATE
INDICATOR/ \INDICATOR
Figure 5-11. Fuel Flow System Block Diogram
FUEL
Type A: Kerosene with -360F A-I: Kerosene with -540F B: Wide cut gasoline tyI~e,
(-38C~C) maximum freezing point. C) maximum freezing point. equivalent to JP-4 except for
(viscosity of -200F/12 centistokes). I(viscosity of -500F/12 centistokes) -560F (-490C) freezingl~oint.
(viscosity of -600F/6 centistokes)
American Oil Co. -Jet Fuel Type A American Oil Co. -Jet Fuel Type A-i
Atlantic-Richfield-l\r cojet A Atlantic-Richfield-Arcojet A-i Atlnntic-Richficld-Afcojet I3i
British Petroleum Co. -BP A.T.K. British Petroleum Co. -BP A.T.G. Arcojct JP-4
Cities Service-Turbine Fuel Type Esso/Enco Turbo Fuel I-A Conoco JP-4
Conoco Jet 40 Gulf Jet A-i EssojEnco Turbo Fuel 4
Conoco Jet 50 Mobil Jet A-1 Gulf Jet B
Esso/Enco Turbo Fuel A Pure Oil Co. -Purejet Turbine Phillips Pet. Co. -Philjet JP-4
Gulf Jet A Fuel A-i Shell Oil Co. -Aeroshell Turbine
Mobil Jet A tlantic-Richfield-Richfield Tur- Fuel JP-4
Phillips Pet. Co.-Philjet A-50 bine Fuel A-i Standard Oil of CaIif. /Kentucky/
Pure Oil Co. -Purejet Turbine ell Oil Co. -Aeroshell Turbine Texas Standard JF-B/Jet Fuel
Fuel A Fuel 650 B/Chevron JP-´•l
Atlantic-Richfield-Richfield inclair Superjet Fuel A-i exaco Avjct JP-4
Turbine Fuel A tandard Oil of Ohio -Jet A-i Mobil Jet 13
Shell Oil Co. -Aeroshell Turbine Kerosene
Fuel 640 d Oil of Calif. /Kentucky/
Sinclair Super Jet Fuel A Texas Chevron A-i
Standard Oil of Ohio-Jet A Kerosen exaco-Avjet A-i
Standard Oil of Calif. /Kentucky/
Texas Standard JF-A/
Chevron A-50
Texaco AvJet A
Union Oil Turbine Fuel A
Figure 5-12. Approved Fuels and Oils (Sheet lof 2)

5-15
690
Section V MAINTtSNANCE MANUAL
Fuel System
OIL
TYPE I Oils (MIL-L-7808) Type II Oils (MIL-L-23699)
1. Stauffer Jet 1 I. Aeroshell Turbine Oil 500

2. Exxon2389 2. Castrol 205
3. Enco 2380 Turbo Oil
4. Esso 2380 Turbo Oil
5. Mobil Jet Oil II
6. Stauffer Jet II
7. Imperial Esso 2380
8. Texaco SATO 7730
CAUTION
Do not mix brands or types of oil.
NOTE
Due to physical characteristics of Type II
oils, an awriliary power unit should be utilieed
when performing engine starts below +200F.
Figure 5-12. Approved Fuels and Oils (Sheet 2 of 2)
5-16
SECTI ON
LANDING
GEAR,WHEELS AND
BRAKES
690
MAINTENANCE MANUAL Section
LaiidinC: Gear, Wheels;lnd Dr~k
SECT)ON VI
LANDING GEAR, WHEELS AND BRAKES
TABLE OF CONTENTS
Page
LANDING GEAR S- 1
Landing Gear Operation 6- 2
OperationalCheck 6- 2
MAIN LANDING GEAR 6- 3
StrutOperation 6- 3
Removal 6- 5
Installation 6- 7
Strut andWheelWellDoors ..........,._ 6- 8
Uplocks 6- 8
NOSE LANDWC GEAR 6- 9
Removal and Disassembly 6- 9
Reassembly andlnstallation 6-11
Nose WheelSteering 6-12
Nose Gear Door Rigging 6-12
LANDING GEAR POSITION INDICATORS
ANDWARNINGSYSTEM 6-12
~-Posieion Indicator Lights t12:
Warning Horn I
6-15
WHEELS AND BRAKES 8-:5
General Description 6-15
Main Wheel Removal and Disassembly 615
Main Wheel Reassembly
(Tubeless Type) 6-16
(Tube Type) 6-16
Main Wheel Installation 6-17
Measuring Brake Lining Wear 6-17
Brake Reassembly and Bistall~tion
Brake and Nose Wheel Steering Systeiii
Bleeding j-2Q
Nose Wheel Removal and Disasscniblv
Nose Wheel Reassembly and Installatio~l 6-21.
LANDING GEAR gear strut when the gear is retracted. Hydraulically
actuated clam shell doors enclose the main landing
gear wheel wells and cycle to the open and closed
The aircraft is equippedwith a hydraulically position each time the main gear is extended or re-
tricycle landing gear, which includes a steerable nose tracted. The main gear is retained in the retracted
wheeland self-adjusting disc brakes for the main position by mechanically actuated uplocks which func-
landing gear wheels. Nose wheel steering and brakes tion in conjunction with hydraulically operated uplock
are controlled by power brake valves, which are ac- cylinder piston rods. The main landing gear will re-
tuated by depressing the rudder-brake pedals from main in the retracted position until the landing gear
either pilots position. The aircraft is also equipped control lever is placed in the down position. in the
with a parking brake system which operates on nor- event of hydraulic system failure, the uplocks are
mal or auxiliary hydraulic system pressure. During mechanically disengaged when the landing gear control
the retraction and extension cycle, the main landing lever is moved to DOWN. Nitrogen gas pressure in the
gear inner body, strut piston, and wheels rotate 90- storage bottle and lines connected to the ’down’ port
degrees. This permits the main gear wheels to lie of each hydraulic-pneumatic actuating cylinder, ex-
flat In the nacelle wheel wells, when the gear is re- tends and locks the main gear. Bungee cords attached
tracted. .Dual actuating hydraulic cylinders are used to the main landing gear drag braces, assure that the
to retract and extend each main landing gear. The main landing gear is locked inthe down position. Tite
’down’ port of each outboard hydraulic-pneumatic ac- nose landing gear retracts aft into the nose wheel well
tuating cylinder is connected to a nitrogen gas storage and is completely enclosed by mechanically operated
bottle located in the aft fuselage, and provides the wheel well doors. A single hydraulic actuating cylin-
means for emergency extension of the main gear in der retracts and lowers the nose landing gear. The
the event of hydraulic system failure. Mechanically nose wheel is centered automatically by an internal
operated landing gear doors enclose each main landing cam, as soon as the weight of the aircraft is relieved
6-1
MAINTENANCE MANUAL9II
interim change notice Gulfstream
Aerospace
Date: 11 January 1985
NOTE
This notice contains an interim change to the Maintenance

Manual and should be filed in the appropriate Section of the
manual, pending receipt of formal revision pages. It is
suggested that a reference to the interim change be made
adjacent to the appropriate part of the manual as a means
of alerting the reader to the addition or change to the
maintenance instructions.
SUBJECT: LUBRICATION OF LANDENG GEAR CONTROL ASSEMBLY.
INSTRUCTIONS: Make the following changes to the Maintenance Manual as indicated:
B. Section VI Add the following NOTE prior to OPERATIONAL CHECK on page 6-2.
NOTE
The landing gear control assembly requires lubrication

every 12 months, refer to Section II.
Page lofS
U: r t?ii´•ir iS A
690
Section VI MANUAL RE\IISION
Landing Gear, Wheels and Brakes I IHAT IIE/ISES THIS PAGE
from the nose wheel, and a mechanically actuated inder for the main landing gear, is connected to a
steering bypass valve deactivates nose wheel steering nitrogen storage bottle in the aft fuselage. During the
during the retraction cycle. The nose landing gear is main landing gear retraction cycle the nitrogen gas
held in the retracted position by hydraulic pressure pressure contained in the storage bottle, outboard ac-
on the ’up’ side of the actuating cylinder piston. If tuating cylinder, and connecting lines is further com-
the hydraulic system should fail, the nose landing pressed by movement of the cylinder piston. When
gear will free-fall to the down position. The nose the landing gear control lever is moved to the DOWN
gear bungee spring assures that the gear is locked in position hydraulic pressure on the retract side of each
the down position. Unintentional retraction of the landing gear actuating cylinder is released. Hydraulic
landing gear is prevented by a safety latch, located pressure is simultaneously applied to the down port
on the left of the landing gear control lever. Three, of the nose gear and inboard main landing gear actu-
green lights, located ne~t to the gear control lever ating cylinders. Fluid pressure is concurrently rout-
indicate when each landing gear is down and locked. ed to the main landing gear uplockcylinders to extend
If any one of the landing gear fail to lock down, a red the uplock cylinder piston rod and disengage the me-
warning light will also illuminate. In addition to the chanical uplocks. Nitrogen pressure reacting on the
landing gear indicator light system, a warning horn down side of the outboard (hydraulic-pneumatic) ac-
will sound when both power levers (aircraft 11001 tuating cylinder pistonhelps inthe inboard cylinder to
through 11019) or either power lever (aircraft 11020 extend the main gear. In the event of hydraulic sys-
and subsequent) reaches a position which is within tem failure the nose gear will free-fall to the down
0.12 (f 0. 30) inch forward of the FLT IDLE detent, if position and be locked in place by the nose gear bungee
all landing gear are not locked in the down position. spring. The main landing gear will remain in the re-
A warning horn cutout(aircraft 11020 and subsequent) tracted position until the gear control lever is moved
is provided to silence the gear warning horn. A mo- to the DOWN position. This releases the hydraulic fluid
mentary depression of the horn silencer button will trapped in the uplockcylinders andpermits the emer-
silence the horn. However, the gear warning horn gency e~ctension spring on the uplock cylinder piston
cannot be silenced by the horn silencer button if the rod to e~tend the piston rod and disengage the uplocks.
wing flaps extended from the full up position.

are As soon as the uplocks are disengaged, nitrogen gas
The circuit is reset when both power levers are ad- pressure e~tends the outboard actuating cylinder
vanced. piston rod, to e~tend and lock the main gear, Posi-
tive locking in the down position is assured by bungee
cords attached to the drag brace of each nlain landing
LANDLNG GEAR OPERATION gear.
The landing gear controllever, located on the left

side of the engine control quadrant, is attached to a OPLRATIONAL CHECK
lever on the landing gear side of the landing gear-
wing flap controlvalve by an adjustable push-pull rod. A landing gear operational check must be accom-
When the control lever is placed in the UP position plished at intervals prescribed by the aircraft inspec-
hydraulic fluid pressure is routed from the landing tion cards. operational check should also be per-
An
gear control valve to the ’up’ port of
both actuating formed after unusually hard landing and after re-
an
cylinders on each main landing gear and to~the nose placement of a landing gear assembly or its com~-
gear actuating cylinder. Hydraulic fluid pressure is nent parts. It is necessary to use an audliary hydrau-
simultaneously directed to the retract port of the main lic power unit to accomplish a landing gear operational
landing gear uplock cylinders at the beginning of the check. The auxiliary hydraulic power unit can be con-
retraction cycle. Retraction of the uplock cylinder nected to the hydraulic fittings on the engine firewall.
piston rod compresses the emergency extension This is accomplished by disconnecting and capping the
Spring, installed on each cylinder piston rod, and airframe hydraulic pressure and supply lines at the
positions the mechanical uplocks to engage the landing fittings. Connect the hydraulic pressure and supply
main gear retracts. lines of the hydraulic power unit to the same fittings
gear uplock bracket when the
The landing gear colltrol lever must remain in the UP and perform the landing gear operational check in the
position while the gear is retracted. This provides a following manner.
constant source of hydraulic pressure from the land-
ing: gear control valve to the retract port of each land- a. Jack aircraft as outlined in Section II.
ing gear actuating cylinder and main landing gear up- b. Place landing gear control lever in UP position
lock cylinder,: as:long as normal hydraulic system and activate the au~dliary hydraulic power unit to re-
should tract the landing gear.
pressure is available, if the hydraulic system
fail, a check valve located in the landing gear-wing Observe each event in retraction sequence for proper
flap control valve ´•manifold, will traphydraulic fluid mechanical operation. Check hydraulic hoses and
pressure in the uplock cylinders and prevent
the up- electrical wiring for proper clearance and freedom
locks from ~disengaging. Movement of the landing from binding or kinking.
gear control lever.to the DOWN position releases

the c. Place battery switch in ON position. Gear un-
trapped fluid in the uplock cylinders permitting the safe light should not: illuminate. If light illuminates
gear to unlock. The nose landing gear is ]leld in the check atld adjust gear position indicator switches as
up position by hydraulic sy stem pressure only and will outlined in a subsequent paragrapll.
therefore free-fall to the d~wn position immediately d. Place battery switch in OFF position and bleed
following. hydraulic system failure. The down port hydraulic system pressure to zero. Nose lancling
of each outboard hydraulic-pneumatic actuating: cyl- gear should free fall to the down and locked position.
6-2
690
MAINTENANCE MANUAL Section VI
Landing Gear, Wheels and Brakes
Main landing gear should remain in retracted position fork, prevents the wheels from castoring when the
because gear up check valve contained in the landirfg aircraft is on the ground. All points of the gear ac-
gear-wing flap controlvalve retains fluid pressure on tuating mechanism requiring lubrication are equipped
the main landing gear uplock cylinder. If main gear with grease fittings. Grease should be applied spar-
has tendency
a fall, to check for: ingly and all parts wiped clean to prevent collection of
1. Hydraulic fluid leakage at the uplock cyl- dirt. (Refer to Lubrication Chart, Section II. To
inder and hydraulic lines. prevent abrasive material from damaging O-rings
2. Condition of uplock mechanical linkage. and seals, strut pistons and actuating cylinder piston
3. Fluid leakage past check valve contained rods should be cleaned frequently usillg a clean cloth
in landing gear-wing flap control valve, dampened in hydraulic fluid. Hydrauiic fluid leakage
e. Place battery switch in ON position. Retard at the strut piston or actuating cylinders must be cor-
power levers toward FLT IDLE detent. Landing gear rected as outlined in subsequent paragraphs. Bungee
warning horn should sound when power levers (air- cords which are frayed or show other evidence of
craft 11001 through 11019) or either power lever(air- deterioration must be replaced. To prevent rapid
craft 11020 and subsequent) reaches a position that is deterioration, bungee cords must be maintained free
0. 72 0. 30) inch from FLT IDLE detent. Check that of oil and solvents. Do not permit cleaning solvent to
warning horn silencer button willcutout the horn when come in contact with bungee cords when strut or en-
horn button is depressed (flaps must be fullup). If gine cowling is being cleaned. All landing gear hinge
points, bushings, and bushing should be
warning horn does not function properly, check elec-
trical wiringfor security and continuity. When wiring carefully inspected for wear and damage during each
is found to be satisfactory check landing gear warning landing gear operational check.
horn micro switches according to the paragraph on
Warning Horn Switch Adjustment.
f. With hydraulic pressure remaining at zero, STRUT OPERATION
place landing gear control lever in DOWN position and
observe main gear for proper extension and locking. The landing gear struts are oleo-pneumatic assem-
If main gear willnot drop and lock in the down posi- blies, designed to absorb taxiing and landing shock
tion check for: loads. Major components of the strut assembly con-
1. nitrogen storage bottle.
Low pressure in sist of astrut outer body, strut inner body, and strut
2. Weak or damaged bungee cords. piston. The inner body rides on needle bearings
3. Correct landing gear drag brace preload within the outer body and rotates with the strut piston
adjustment. to position the wheels in a stowed position when the
g. The three gear safe (green) indicator lights gear is retracted (see Figure 6-2). The strut outer
should illuminate to indicate that each landing gear is body is filledwith MIL-H-5606 hydraulic fluid and
down and locked. Should one or more lights fail to the lower portion of the strut is serviced with nitrogen
illuminate, check landing gear for down and locked gas, to a pressure of 350 10) psig, when the strut is
position. If gear is locked down, adjust appropriate fully extended. The landing shock of the aircraft is
gear position indicator switch to obtain proper light absorbed within the landing gear strut by metering
operation, the flow of hydraulic fluid through a snubber and ori-
h. Cycle gear at least twice to ensure satisfactory fice plate, as the piston moves through the hydraulic
operation. fluid. The snubber plate is spring-loaded upward
i. Place battery switch in OFF position, against the orifice plate. With the snubber seated
j. Remove auxiliary hydraulic power unit and re- against the orifice plate, four metering holes in the
connect the airframe hydraulic pressure and supply snubber are closed and one hole is open. Shock forces,
lines. exerted on the landing gear, cause the strut piston to
k. Remove jacks and tail stand from aircraft. move upward through the hydraulic fluid contained in
the strut inner body. As the strut compresses (piston
moves upward) forces exerted against the hydraulic
fluid move the spring-loaded snubber plate away from

MAIN LANDING GEAR the orifice plate, exposing the four metering holes.
Hydraulic fluid is then forced from the inner body
Each main landing gear installation consists of a strut through the five holes in the orifice plate into the strut
body, assembly, scissors assembly, upper and
fork piston. Thefloating piston isforced downward, com-
lower drag brace assembly, bungee cords, and wheel pressing the nitrogen gas. This diminishes the land-
and brake assembly (see Figure 6-1). The aft end of ing gear shock load by automatically controlling the
each main gear hydraulic actuating cylinder and hy- movement rate of the piston and the loads transferred
to the airframe during landing. As the strut piston
draulic-pneumatic actuating cylinder is attached to
the drag brace upper hinge point, and the actuating reaches the upper limits of travel, the compressed
cylinder piston rods are attached to the landing gear nitrogen gas exerting pressure against the hydraulic
trunnion. During gear extension the actuating cylin- fluid, starts to extend the strut piston. This permits
ders force the upper and lower drag brace of each the snubber spring to reseat the snubber plate against
main gear overcenter, to assure a positive lock in the orifice plate and to meter the hydraulic fluid out
the down position. Two bungee cords attachedto of the upper strut piston through the single metering
and lower drag brace pro- hole in the snubber plate. This retards piston exten-
each main strut outer body
vide further assurance that each drag brace is moved sion and controls strut piston rebound. While taxiing,
to the positive locked position. The scissors assem- the snubber plate normally remains seated and the
bly, installed between the strut outer body and strut landing gear shock loads are absorbed by the com-
6-3
690
Section VI MAINTENANCE MANUAL
ADJUST CYLINDER
OVERTRAVEL TO
OBTAIN DRAG BRACE WOtB
PRELOAD HERE. REFER
TO INSTRUCTIONS IN LEFT GEAR SHOWN
TEXT. RIGHT GEAR OPPOSITE
MAIN GEAR
ACTUATING CYLINDER
LANDING GEAR TRUSS
UPPER DRAG
TOR&UE BRACE
LINK
TRUNNION
BUSHINGS
HYDRAULIC FLUID’
FILLER PLUG
ADJUST SWITCH BY
STRUT BODY’ ~J( /c-LOWER ROTATING JAMB NUTS
DRAG BRACE ~Q I DRAG
PINRETAINJNG BRACE R GEAR SAFE
BOLTS LIGHT SWITCH
DRAG BRACE
PINS
BUNGEES
L-___,
SCISSORS
O
PISTON
UPLOCK.
AIR VALVE
WHEEL AND BRAKE

FORK
ASSEMBLY
ASSEMBLY
26 25
Figure 6-1. Main Landing Gear Installcition

6-4
690
MAINTENANCE MANUAL Scctioll ~I
Laudill~ C;car, Wheels alld Ilralifs
within the strut piston. Scissors k. Support gear, withdraw mounting pins fro~n
pressed nitrogen
links installed between the strut outer body and strut trunnion, and remove gear.
fork prevent the landing Rear wheels from castoring
while permitting the shock strut piston to retract and DISASSEMBLY. Disassembly of the strut inner body
extend. As themain gear retracts into the nacelle must be accomplished by an authorized repair agency.
of When necessary to return a strut to the nlanufacturer
wheel well, a torque link attached between the tol,
for overhaul always send the complete strut assembly.
the strut inner and landing gear truss rotates the
body
Strut repairs authorized for field maintenance ~ctivl-
strut piston and wheelapproximately 90 degrees. This
ties may be accomplished without renlovillg the land-
allows the wheel to Lie flat within the wheel well when
the gear is retracted. As the gear is extended, the ing gear from the aircraft. This includes removal of
all parts attached to the strut outer body and the re-
torque link rotates the strut inner body, I,iston, and
direction to position the wheel moval and disassembly of the strut t,istoll. To re:nove
wheel in the opposite
the strut pistoll refer to Figure 6-2 and pr~,cted as
for landing.
follows:
a. Jack aircraft as outlined in Section II.

REMOVAL
b. Reducehydraulic system pressure to zero and
Main landing gear removal is not required unless it disengage parking brakes.
c. Release pressure in landing gear nitrogt´•n stor-
is necessary to replace the trunnion bushings, torque
link and shaft bolt, or the complete landing gear as- age bottle.
sembly.
d. Remove landing gear wheel.
e. Disconnect hydraulic brake line at fitting on
outer strut body.
CAU’TION f. Detach electricalwiring to ground contact switCh
and detach switch at switch arm, when applicable.
g. Deflate strut by turning air valve counterclock-
Do not remove lockscrew from the
wise approdmately 2-1/2 turns.
threaded bushing or make any adjust-
h. Drain hydraulic fluid from strut by removing
ment to threaded bushing.
filler and drain plugs.
i. Compress strut piston one inch and block strut
All other authorized repairs may be accomplished
in this position.
without removing the strut outer body from the air- Remove center bolt from scissors link assembly.
craft. To remove the complete landing gear assem-
k. Remove piston retainer snap ring and washer.
bly proceed as follows:
i. Hold strut piston within strut body, push drag
brace up at center hinge point, swing gear aft, and
a. Jack aircraft as outlined in Section 1l.
withdraw strut piston.
b. hydraulic system
Reduce pressure to zero and
disengage parking brakes. Piston Disassembly

c. Reduce pressure in nitrogen storage bottle to
zero.
Hydraulic fluid leakage at the strut piston requires
d. Disconnect and cap hydraulic brake hose at fit-
disassembly of the piston and replacement of O-rings
ting in wheel welland detach hose from nacelle anchor
and wiper rings.
bracket.
WOtt a. Remove upper bearing lock pin and unscrew
upper bearing.
Disconnect electrical wiring to ground b. Remove orifice plate, snubber, snubber spring,
contact switch when removing left land- and spring retainer.
ing gear.
e. Removebungee cords from lower pulleys. ClOllt

f. actuating cylinder piston rods from
Disconnect
landing gear outer body.
When upper bearing is removed, orifice
g. Detach landing gear door linkage.
Detach drag brace from landing gear outer body.
plate and snubber will be forced out
h.
i. Remove drag brace pin retaining bolts,
due to spring tension.
2. Screw a 1/’4-inch 28-thread bolt into drag
c. Slide bearing spacer and gland off piston.
brace pins and withdraw pins,
d´• Remove air valve body bolt from piston and
3. Allow drag brace to hinge aft and clear of
work area.
fork assembly.
e. Remove lower piston plug, spacer, and floating
i. Remove main landing gear wheel,
Piston.
j. Remove taper pins from trunnion bushings.
6-i
Change 3
690
TORQUE LINK SHAFT

RETAINING BOLT BLEEDER PLUG
THRUST TORQUE LINK

RING PIN
TORQUE LINK
RETRACT
CYLINDER *~THREADED BUSHING LOCK SCREW
CLEVIS SNUBBER
THREADED BUSHING
SPRING
TRUNNION
SNAPP4
RETAINER
a BUSHING
RING COLLAR
STUD SNUBBER
MOUNTING
SPRING
TORQUE NEEDLE
LINK Il,"i~ BEARING rPR\I
SHAFT UPLOCK I PISTON
EARING
BRACKET
SPACER
OUTER
B‘ BODY
FLOATING
BEARING
PISTON
SPACER, ry ’n ’7’ o
BUSHING
INNER PISTON
BUNGEE I1I ‘S~il
BODY O-RING
PULLE
LOWER
NEGDLX:
SCISSORS
INNER BODY BEARING
LINK
susmao SPACER
DRAIN
NITROGEN
PLUG PLUG
UPPER VALVE
SCISSORS BODY
i FELT
LINK
WIPER
NITROGEN
BUSHING VALVE
BODY BOLT
ORIFICE
UPPER UPPER
4
PLATE i
BEARING FORK
BEARING
ASSEMBLY
RETAINER
BEARING
PIN j
SPACER
j
BEARING jj( BEARING
GLAND AXLE
GLAND O-RINGS
WIPER
WASHER
SNAP RING
WOTI
DO NOT REMOVE LOCK

SCREW AND CHANGE
POSITION OF THREADED
BUSHING 262
Figure 6-2. Main Lending Gear Strut Assembly (Sheet 1 of 2)

6-6
Change 3
690
MAINT~NANCE MANUAL Section VI
LINK SHAFT, EUQROT)r 1

TORQUE LINK ~THRUST RING
BUSHING
L. TORQUE
LINK ASSY
-(g -O~
r
fl
TORQUE LINK
BUSHING
TORQUE LINK ASSY
THRUST RING
TORQUE LINK
SHAFT
TORQUE LINK SHAFT
RETAINING BOLT
IT~I
TORQUE LINK SHAFT RETAINING 1 10~ 006"

BOLT MUST BE SAFETY WIRED AS MAX
SHOWN TO PREVENT WIRE FROM
SLIPPING OVER TOP OF BOLT HEAD
AND OVER TOP OF BLEEDER PLUG
TORQUE LINK
AND ALLOW~NG BOLT AND/OR
BUSHING
BLEEDER PLUG TO LOOSEN
FWD
VIEW LOOKING DOWN ON
MA]N LANDING GEAR STRUT ASSY
BLEEDER I’LUG
PLAY 0. 006" MAX
Figure 6-2. Main Lending Gear Strut Assembly (Sheet 2 of 2)
Chan6´•e 3 6-6i\
690
REMOVAL, INSPECTION, AND REPLACEMENT OF tighten to a torque value of 50-70

inch-pounds. Safety
TORQUE LINK SHAFT. To remove, inspect, and re- wire bolt to bleeder plug (refer to Figure 6-2).
place parts as required on the main landing gear d. Remove support from main gear, allowing gear
torque ´•link shaft, proceed as follows (refer to Figure to extend to the down and locked position.
6-2): e. Install bungee cords on lower pulleys.
Perform all operational check of main landing
a. Jack airplane in accordance with procedures gear system as outlined in tills Section.
outlined in Section II. E;´• Remove airplane from jacks, in accordance with
b. Reducehydraulic pressure to zero, by apply- procedures outlined in Section II.
ing brakes by actuating flaps.
or
c. Remove bungee cords from main landing gear CLEANING AND INSPECTION. Clean and inspect all
strut lower pulleys. parts, paying special attention to condition of O-ring,
d. Push up on drag brace and allow gear to go snap ring, andwiper grooves. Minor scratches should
overcenter, to facilitate removal of torque link shaft. be removed from all surfaces by polishing with mild
Ensure that gear is properly supported. abrasive or crocus cloth, providing removal of the
e. Remove safety wire from torque link shaft re- defect does not effect operation of the part. Inspect
taining bolt and remove bolt, snubber spring for a load of 11. 5 2) pounds when
f. Remove torque link shaft and thrust ring. compressed to a height of 0. 69 inches. If gear action
has been noticeably spongy or hard, replace snubber
Inspect torque link shaft, torque link bushings, and spring while it is accessible. Figure 6-13 lists parts
thrust ring for conformance with the following (replace that are critical and which must meet the tolerances
parts as nec essary): shown for proper operation of the gear. Replace all
O-rings andwiper rings at time of reassembly. Im-
a. Length of torque link shaft shall be 4. 18 inches, merse in MIL-H-5606 hydraulic fluid before installa-
If shaft is not 4. 18 inches in length, replace with new tion.
torque link shaft.
b. Inspect torque link shaft for straightness and REASSEMBLY. Reassembly of the landing gear strut
wear at thrust ring contact points. is the reverse of the
disassembly procedure. Give
c. Check holes in thrust ring, through which the particular attention to the following items during as-
torque link shaft passes, for elongation. sembly.
d. Check torque link bushings for wear and cracks.
e. Check torque link assembly for excessive wear ’a. Torque upper bearing on piston to 100 (+50, -10)
and cracks, foot-pounds. Lock pin holes must align.
E. Ensure that torque link shaft retaining bolt has
a nominal shaft length of 17/32 inch.
Install torque link shaft in accordance with the follow- CAUTION

ing:
a. 1 torque link bushings need replacement, new To prevent damage to the snubber plate
bushings will have to be machined or dressed upon depress and hold snubber down with a
installation, to maintain maximum side play of 0. 012 dowel pin, while installing bearing.
inch when link assembly is installed on thrust ring.
b. With dowel pin inserted through hole in orifice
WOTI plate, depress and release snubber several times to
assure proper action of snubber. Snubber reaction
Bushings are made of oilite type material must be positive with no evidence of sticking or bind-
and are relatively soft to work. Bushings ing.
can be dressed, using a file or emery c. Discard O-rings, backup rings, wiper rings,
cloth, to match existing thrust ring O. D. cotter pins, and air valve gasket and replace with
Dress bushings evenly, to center thrust new parts.
ring in link assembly, d. When
installing drag brace pins, index pin head
so that
locking hole can be aligned with shank of drag
b. Install torque link shaft through torque link as- brace pin retaining bolts (see Figure 6-1).
sembly, torque link bushings, and thrust ring. Ensure e. Inspect all non self-locking bolts and nuts for
that flat spot in center of torque link shaft is aligned correct cotter pin or safety wire installation. Make
perpendicular to bolt hole, certain that piston snap ring at bottom of strut piston
c. Install torque link shaft retaining bolt, and is properly seated in snap ring groove.
6-6B Change3
690
Landing cear, Wheels and I3rakcs
INSTALLATION h. After third filling, coml,ress strut pist~,n to

force out excess fluid and install hydraulic filler port
Installation of the main landing gear is the reverse of plug. To prevent air from entering strut nhcl~ strut
the removal procedure. Special attention should be piston is e~cnded, I,lug !nust be installed while strut
given to correct placement of the torque link upper piston is coinprcssed. Secure filler purt plug and
end in its spherical bushing when the gear´• is being saffty wire.
fitted to the landing gear truss. After installatioll, i´• Install air valve body and inflate stl´•ut with
service landing gear as outlined inthe following para- nitrogell to 350 (1 10) I,si, with landinf ge:lr fu:lv c-s-
graph and charge the landing gear nitrogen storage tended.

bottle as outlined in Section U. Bleed brake system J´• Remove jacks a!ld tail sta~td.
and adjust drag brace preload as outlined in this sec-
tion. Replace bungee cords which are frayed or show DRAG BRACE PRELOAD ADJUSTMENT. When the
evidence of deterioration. To replace bungee cords maill landing gear is fully extended, the center hinge
it is necessary to remove the upper bungee pulleys, point of the drag brace assembly is forced overccllter
This is accomplished by removing snap ring from by the hydraulic-pneumatic actuating cylinders and
each end of pulley shaft and driving the shaft out of bungef! cords, to provide a positive downlock (sce
the strut lugs. Accomplish a complete operational Figure 6-1). The adjustnlent procedure outlined be-
check of the landing gear after strut repair, conlpo- low applies to both of the main gear actuating cylinders
nent replacement, or replacement of the gear assem- and is necessary to assure adequate drag brace I,re-
bly. load to lock the main la~lding gear in the down posi-
tion. Preloading of the drag brace also assures ade-
STRUT SERVICING. hydraulic fluid
MIL-H-5606 quate clearance between the end of the actuating cyl-
and nitrogen gas are landing
used to service the main inders and pistons, when the gear is fully extended.
gear struts. Moisture free compressed air may be

used in lieu of nitrogen gas temporarily; however, Jack aircraft as outlined in Section LI.
the strut should be deflated and serviced with nitrogen b. Reduce hydraulic system and
pressure to zero
as soon as possible. Nitrogen is more suitable for place landing gear control lever in DN position.
strut servicing because of its dryness and relative c. Reduce nitrogen pressure inlanding gear nitro-
stability during changes in ambient temperature. gen storage bottle to zero.
a. jack aircraft as outlined in Section II.

b. Completely deflate strut and remove air valve
body. WARNING
c. Remove hydraulic filler plug at top of strut.
d. Apply low pressure air to hydraulic filler port
to fully e~ctend piston, and assure that floating piston Do not attempt todisconnect either end
is bottomed inside strut piston, of hydraulic -pneu matic actuating c 5.1
e. Fill strut to overflowing with MIL-H-5606 hy- inders until pressure in the landing
draulic fluid. gear nitrogen storage bottle is reduced
f. Attach drain hose to hydraulic filler port and to zero.
slowly compress strut. Catch fluid overflow in clean
container so that it may be reused.
g. Extend gear, refill strut to overflowing, and d. Disconnect forward end of actuating cylinders
repeat step f. Cycle piston in this manner three times from gear clevis fitting and manually extend cylinder
to assure that all air trapped in the strut is expelled. piston rod until piston bottoms in cylinder.
3 6-7
Change
690
Section VI MAINTENANCE MANUAI
Landing Gear, Wheels and nrakes
ACTUATING CYLINDER
P
I
lo´•rl
DOORS OPEN AND CLOSE

DURING RETRACTION OR
EXTENSION OF MAIN GEAR
162P
Figure 6-3. Landing Gear Dear Assembly
e. Loosen actuating cylinder rod end bearing check-

nut and adjust rod end bearing until rod can be posi- CAUtlON
tioned in clevis fitting and rod end bearing attach bolt
will slide freely in place.
f. Remove rod end bearing attach bolt and back Do not manually force landing gear strut
off piston rod end bearing three complete turns. door mechanism overcenter as injury
g. Attach rod end bearing to clevis fitting, install may result from doors suddenly clos-
attach bolt, and tighten rod end bearing checknut. ing under heavy spring tension.
h. Charge landing gear nitrogen storage bottle as
outlined in Section II.
i. Perform landing gear operational check as out- RIGGING STRUT DOORS
lined in this section.
b. Retract landing
gear.
STRUT AND WHEEL WELL DOORS c. Check strut doors for snug fit in closed position.
Shorten push-pull rods if doors are not fully closed.
Mechanically actuated doors enclose tile main landing d. Place landing gear control lever in DOWN I,osi-
gear strut when the gear is fully retracted. The doors tion and visually check gear for down and locked I,osi-
are hinged to each side of the nacelle strut well open- tion and remove jacks altd tail stand.
ing and are operated by a spring-loaded toggle me-
chanism. A hook on the gear strut outer body actuates

the toggle mechanism as the gear is retracted and e~- UPLOCKS
tended. The wheel well doors are actuatedby small
hydraulic cylinders located inside each well(sec Fig- An uplock niechanism, located in the top of each na-
urc 6-3). These doors open and close each tinie the celle wheel well, locks the main landing gear in the
main landing gear is extended or retracted. Adjust- retracted position. The ul,lock assembly shown in
ment procedures for the wheel well doors are con- Figure 6-4, consists of a hydraulic actuator which is
tained in Section ILI. mechnnicaily linked to the uplock arm. Whcnthe
6-8
690
GEAR-INTRANSIT
LIGHT SWITCH
1
i´•
,11 I ii
r-1
r z
~s
~re
C’~7
C
Y
UPLOCK LINK ARMS
CYLINDER
nolra
MECHANISM LOCKED MECHANISM UNLOCKED
LOWER LINK ARM SHOULD
BE ADJUSTED TO A LENGTH
OF 2, 25 INCHES, MEASURED
CENTER TO CENTER OF
BOLT HOLES
Figure 6-4. Main Landing Gear Uplack Mechanism
main landing gear is retracted, hydraulic pressure body, when the weight of the aircraft is lifted off the
retracts the spring-loaded actuator piston rod and gear. Retraction and e~tension of the gear is accom-
allows the uplock arm to engage the lock bracket on plished by a hydraulic actuating cylinder attached to
the landing gear fork. Engagement of the lock brac- th,.ircraft structure and connected tothe drag brace
ket and arm causes the link arms of the lock assem-
assembly as shown in Figure 6-5. The gear retracts
bly to move over-center and lock the gear in the up aft into a nose wheel well located inthe forward fuse-
position. When the landing gear control lever is lage. Wheel well doors, mechanically linked to the
placed in the DOWN position, hydraulic pressure on nose gear, completely enclose the wheel well when
the retract side of the uplock actuating cylinder is the gear is retracted. The scissors assembly, con-
released and fluid pressure is directed to the extend nected to the gear fork and strut body prevents
nose
port of the cylinder. This causes the actuating cyl- the wheel from castoring. The nose gear drag brace
inder to elttend, pushes the link arms to the unlock assembly and supporting structure should be inspected
position, and permits the uplock bracket to disengage for evidence of damage after each hard landing and at
from the uplock arm. If the hydraulic system should intervals prescribed "v the aircraft inspection cards.
fail, the spring located on the uplock actuating cylin- Failure to observe nos.~ wheel turning limits, while
der piston rod will mechanically disengage the uplock ground handling the aircraft, may result in serious
arm, as soon as the landing gear control lever is damage tothe steering system andnose wheel center-
placed in the DOWN position. Instructions far adjusting mechanism. An operational check and visual in-
ment of the uplock mechanical linkage are contained spection of the nose wheel steering and retraction
in Figure 6-4. Uplock extension springs and link arm mechanism should be made in the event that nose wheel
springs should be inspected for breakage prior to the is forceably turned beyond the 45 degree limit in
first flight of each day. either direction.
NOSE LANDING GEAR REMOVAL AND DISASSEMBLY
The nose landing gear may be disassembled without
The gear consists of

nose oleo-pneumatic operated
an removing the strut outer body from the fuselage.
shock strut, drag brace assembly, scissors assem- However, if removal of the complete gear is required
bly, andfork assembly (see Figure 6-5). The nose proceed as follows:
wheel is steerable and is controlled by a hydraulic
steering cylinder, actuated by applying pressure to a. Jack aircraft as outlined in Section LI.
the rudder-brake pedals. A mechanically actuated b. Reduce
hydraulic system pressure to zero.
steering bypass valve deactivates nose wheel steering c. Disconnect and cap hydraulic lines from nose
when the gear is retracted. The nose wheel is auto- wheel steering cylinder.
matically centered by a cam located within the strut d. Reduce strut nitrogen pressure to zero.
6-9
690
NOSE GEAR
ACTUATING
CYLINDER
FROM LANDING
NOSE GEAR GEAR CONTROL
BUNGEE (s~L, VALVE
DRAG BRACE ’g!

NITROGEN
AND HYDRAULIC
FILL PORT VALVE
THESE SURFACES
MUST TOUCH WHEN
GEAR IS DOWN
AND LOCKED
1 FROM POWER
BRAKE VALVE
NOSE GEAR
STEERING BYPASS
VALVE
FROM POWER
BRAKE VALVE
SCISSORS
NOSE GEAR
STEERING
CYLINDER
j
I
263
Figure 6-5. Nose Landing Gear
6-10
690
should be installed. Parts which do not conform to

WARNING I the tolerances listed in Figure 6-14 must be replaced.
Replace all packings, gaskets, and felt wipers; im-
mersing them in MIL-H-5606 hydraulic fluid before
Do not nitrogen
remove body valve or reassembly.
drag brace-to-strut attach bolt before
deflating strut.
REASSEMBLY AND INSTALLATION
e. Remove bolt attaching drag brace assembly to
strut outer Assembly and installation of
nose landing gear is the
body.
f. Remove bolts attaching nose gear door arm and reverse disassembly and removal procedure.
of the
bellcrank linkage. Install clearance adjustment washers as required to

obtain a ma~dmum clearance of O. 015-inch between
g. Disconnect steering bypass valve linkage.
h. Support nose gear assembly. Remove bolts, gear trunnion bushing and trunnion pin bearing housing.
Service strut as outlined in this section. To test strut
washers and nuts attaching trunnion pins to nose sec-
tion structure, for leakage, service in usual manner but apply 275 nsi
nitrogen pressure and allow strut to set for one hour.
WOTI Check for evidence of leakage and if satisfactory re-
duce nitrogen pressure to 95-100 psi.
When removing nose gear, note position
and numberof adjustment washers DRAG BRACE PRELOAD ADJL:ST?VIEh’T. To adjust
placed between gear trunnion bushings nose landing gear actuating cylinder and spring bungee
and trunnion pinbearinghousing. Upon to provide the correct amount of drag brace preload,
reassembly install washers in original proceed as follows:

position.
a. Jack aircraft as outlined in Section LI.
i. Remove plug buttons from forward fuselage skin b´• Completely deflate nose gear strut and remove
and remove trunnion pins and clearance adjustment nitrogen valve body.
washers.
j. Remove nose landing gear assembly.
WARNING
To remove the nose gear piston assembly proceed as
follows:
a. Reducesystem hydraulic pressure to zero. Centering pin will be blown fro!ll strut
b. Reduce strutnitrogen pressure to zero. body when drag brace attach bolt is re-
c. Remove bolt and disconnect scissors assembly moved unless strut is deflated.
at center hinge point.
d. Place oil pan under wheel. c. Remove attaching drag brace to nose gear
bolt
strut and right forward nose gear door.
remove
WOTIE d. Loosen checknut on aft end of nose gear bungee

housing and remove bolt attaching bungee to drag
When piston assembly slides out of brace shaft arm (see Figure 6-5).
strutbody, approximately one quart of e. Disconnect nose gear actuating cylinder piston
hydraulic fluid will spill. rod from drag brace and push piston upward until
piston bottoms in actuating cylinder.
e. Raise pistonapproximately one inch from fully f. With drag brace assembly free at each end,
extended position to release load from piston snap position center of forward drag brace attach bolt hole
ring (see Figure 6-6). i. 2 to i. 4-inches below center of corresponding attach
f. Remove piston snap ring from groove in strut bolt hole in nose gear strut. Drag brace stops must
body, be touching during this adjustment.

Swing gear aft and slide strut piston out of strut g. While holding drag brace to dimensions given in
g.
body. step f., and with piston bottomed in actuating cylinder,
loosen checknut on piston rod end and adjust rod end
CLEANING AND INSPECTION. Clean and inspect all until attach bolt may be inserted through piston rod
plated surfaces for and other surface

pits, blisters, end and drag brace attach holes.
imperfections. Examine strut body inner walls for h. Insert piston rod end and drag brace attaching
evidence of corrosion or scoring. Slight imperfections bolt and secure with nut and cotter pin. Tighten
checknut piston rod end.
may be removed by polishing with crocus cloth. In- on
i. Loosen checknut on aft end of bungee spring body

spect all threaded surfaces for stripped or broken
threads. End play or looseness of the steering collar and adjust length of bungee to align with dragbrace
not considered shaft arm. Install attaching bolt and nut, and tighten
assembly on the strut body is exces-
sive until removalof adjustment shims no longer pro- rod end checla~ut.
vide the proper shimmy dampening or steering action. j. With above adjustments completed, insert 0. 032-
inch wire into witness hole on bungee aft spring car-
Should end play become excessive an oversized collar
6-11
MAINTENANCE MANUAL
interim change notice Gulfsrream
Aerospace
WOTE

change notice, same subject, dated August 11, 1986.

SUBJECT: LUBRICATION ENGINE MOUNTS AND TORQUE VALUES, DRAG BRACE PRELOAD
CHART,
CONTROL SYSTEM RIGGING AND MAINTENANCE LIMITS SCHEDULE.
Add the following to Section VI page 6-12:
NOSE LANDING GEAR COLLAR ASSEMBLY ADJUSTMENT AND TEST PROCEDURES (ReLer to Figures
6-5 and 6-6). Test procedures should be accomplished after removal or replacement of collar assembly
or associated components.
a. Disconnect nose wheel steering actuator from spacer assembly.
b. Remove collar assembly from nose landing gear body.
c. Assure that nose landing gear body to collar assembly shoe bearing surface is free from
excessive gouges, scratches or nicks.
d. Verify that adequate shoe material exists to maintain lull contact with bearing surface. Replace
shoes if necessary.
Page lofG
NOTICE: Mode1690
e. With shoes, springs and shims removed, install collar assembly on nose landing gear body with
two (2) ED10165 washers and existing spacer block.
f. Torque collar assembly attach bolts.
g. Collar assembly should rotate freely on nose landing gear body. If not, add ED10164 shims,as
required, to achieve freedom of movement.
NOTE
An equal number of shims are to be placed on either

side of spacer block. Shims are brass and are 0. 005
inch thick.
h. With freedom of movement of collar assembly achieved, note number and placement of brass
shims.
i. Remove collar assembly from nose landing gear body and reinstall with shoes, springs and
required number of shims las determined in steps g. and h.) in proper position.
j. Reduce air charge in properly serviced nose landing gear strut to 70 psi.
k. With strut compressed (weight on nose), rotate nose wheel 45 degrees to the left.
i. Raise nose of airplane. Nose landing gear should return to the centered position in approximately
two (2) seconds.
m. With nose landing gear strut compressed (weight on nose), rotate nose wheel 45 degrees to the
right.
n. Raise nose of airplane. Nose landing gear should return to the centered position in approximately
two (2) seconds.
o. Reconnect nose landing gear steering cylinder. Make note of number of washers needed to
center cylinder on spacer.
p. Service nose landing gear strut to a pressure applicable to airplane as called out in this Section.
9´• With strut compressed (weight on nose), rotate nose wheel 45 degrees to the left.
r. Raise nose of airplane. Nose wheel should center.
s. With strut compressed (weight on nose), rotate nose wheel 45 degrees to the right.
t. Raise nose of airplane. Nose wheel should center.
Lf wheel fails to center at this point, note if landing

u. nose nose gear collar assembly has a tendency
to cock at any point throughout its travel.
v. If the collar assembly cocks and prevents the nose wheel from centering, remove and replace the
collar assembly and repeat the procedures called out in the preceding steps.
NOTE
It may be necessary to install an oversize collar

assembly if nose landing gear body has been worn
to a point that a standard collar assembly fails to
rectify the failure of the gear to center.
Page 2 of 6
!i-tERF IS A
690~;rupa--h_,
Landing (;ear, Wheels and Brakes
THlc~T r
it(iS PAGE
rier. If wire passes through witness hole, bungee brakes areapplied without causing the nose wheel to
spring assembly must be replaced, turn. Lack of steering action may be attributed to
k. Align forward drag brace attach hole with strut leakage of hydraulic fluid past the O-ring seal of the
attach hole, insert attaching bolt, secure with nut, double acting piston in the nose wheel steering cylinder
and safety wire. or malfunction of the steering bypass valve. To test
i. Install nitrogen valve body and inflate strut to for fluid leakage past the steering cylinder piston,
95-100 psi. detach hydraulic hose at cylinder forward port and
m. With gear doors disconnected, retract gear
nose apply pressure to the right rudder-brake pedal. If
and check clearance between tire andupper structure. hydraulic fluid seepage occurs at the cylinder forward
If interference e~sts, drag brace measurements port, pressure is bleeding past the piston
seal and a
given in step f. may be increased to a m~udmum of new O-ring must be installed. Refer to Section ill for
1. 5 to 1. g-inch below center of attach hole in strut disassembly and
repair instructions. Seepage atthe
body, disconnected hydraulic line, indicates that fluid is
n. Reconnect nose gear door linkage and rig doors leaking past the nose wheel bypass valve. When this
as outlined in this section. Recheck clearance be- occurs the bypass valve must be repaired or
replaced.
tween tire and door and assure that drag brace stops
are touching when gear is down and locked.
o. Replace right forward nose gear door. NOSE GEAR DOOR RIGGING
p. Accomplish landing gear operational check.
q. Remove jacks and tail stand. Nose landing gear doors must fit properly and be
maintained free of cracks or dents. Repair or re-
STRUT SERVICING. Nose landing gear strut servic- place worn or loose door seals and keep the strut,
ing procedures are the same as given for the main wheel, and wheel well clean. Inspect door linkage
landing gear except that the strut nitrogen pressure and hinges for security and evidence of wear, during
is 95-100 psi. Refer to Figure 6-5 for location of each landing gear functional check (see Figure 6-7).
nitrogen valve and hydraulic filler port.
a. Jack aircraftas outlined in Section LI.
b. Disconnect all control rods from doors.
NOSE WHEEL STEERING c. Remove longitudinalcontrol rod.
d. Note position of long arm on upper forward bell-
Nose wheel steering is
accomplished through a hy- crank when connected to link of lower forward bell-
draulically actuated steering cylinder mounted on the crank.
nose gear strut. The cylinder piston rod end is at- e. Retract gear. Long arm of upper forward bell-
tached to an adapter on the shimmy damper collar and crank should return to same position as noted in step
the cylinder body is connected to a bracket on the above.
strut piston collar. Hydraulic fluid pressure extends f. If travelof upper forward bellcrank is not equal,
or retracts the cylinder piston rod which rotates the add or remove spacers between lower side of trunruon
strut fork and nose wheel to a maximum of 45 degrees and bellcrank. Adding a spacer moves long arm of
to the left or right of the aircraft centerline. Hy- upper forward bellcrank aft when gear is retracted.
draulic fluid pressure is supplied to the steering cyl- g´• Connect aft door control rods to bellcranks.
inder through hydraulic lines and hoses connected to h´• Adjust control rod lengths to open doors as far
the left and right power brake valves. A bypass valve, as possible with bellcrank positioned 90 degrees from
actuated by and rod assembly connected to the
an arm door hinge line.
left trunnion casting of the nose gear, controls hy- i. With gear in extended position, connect longitu-
draulic fluid routing from the power brake valvesto dinal controlrod between upper forward bellcrank and
the steering cylinder. With the nose gear extended, aft door bellcrank. Adjust rod to fully close doors.
the bypass valve is closed and hydraulic fluid is di- j. Attach door control rods to forward door and
rected to the steering cylinder when the rudder-brake adjust as necessary to fully open and close doors.
pedals are actuated. Retraction of the nose gear k. Check doors for proper fit with gear fully ex-
opens the nose wheel steering bypass valve causing tended and retracted.
hydraulic fluid pressure to bypass the steering cyl- i. Remove jacks and tail stand.
inder. This deactivates the steering system so that
the nose wheel cannot be turned while the gear is in
the wheel well. The first few degrees of individual

rudder-brake pedal travel opens the respective power LANDING GEAR POSITION INDICATORS
brake valve and directs hydraulic pressure to the
nose wheelsteering cylinder. This starts the nose AND WARNING SYSTEM
wheel turning in the direction corresponding to the
rudder-brake pedal being depressed. Further move-
ment of the same pedal gives a combination of main POSITION INDICATOR LIGHfS
wheelbrake application and nose wheel steering. If
the rudder-brake pedals are both depressed the same The landing gear position indicator lights are located
amount, hydraulic fluid pressure is equalized on both in the landing gear control box, installed on the center
sides of the nose wheel steering cylinder, therefore, instrument panel. Position indicator lights consist
6-12
690
NITROGEN
AND HYDRAU LIC
FILL PORT VALVE
BODY
PIN
O
UPPER BEARING
I/
CENTERING CAM
PISTON ROD COLLAR

ASSY
ORIFICE TUBE
CENTERING mN
ATTACH BOLT
/Is
DOWN STOP AND COLLAR
CENTERING PIN BUSHING
ANTI
-SHIMMYi
FRICTION SHOE
CYLINDER SCISSORS
BRACKET ASSY
STEERING CYLINDER
o ATTACH POINT
o BEARING GLAND
SNAP RING
SCISSOR BUSHING
STEERING CYLINDER
FORK ASSY
ATTACH POINT
Figure 6-6. Nose landing Gear Strut

6-13
690
Section VI MAINT~NANCE MANUAL
Q 2
f
Z
6 ._i~PY 1. DOOR CONTROL RODS

2. LONGITUDINAL CONTROL ROD
3. UPPER FORWARD BELLCRANK
I~jjl jc-l 4. LIM(
5. LOWER FORWARD BELLCRANK
´•1 6. SPACERS
7. STRUT BODY
8. AFT DOOR BELLCRANK
9. TRUNNION PIN
10. TRUNNION PIN RETAINING BOLTS
(4 PLACES)
26 5
Figure 6-7. Nose Lending Gear Doors
of onegear-intransit (red) light for the landing gear b. Make visual inspection to assure gear is down
system and an individual gear-safe (green) light for and locked.
each landing gear. The green lights are individually c. Place master battery switch in ON positionand
controlled by a switch installed on each landing gear check for illumination of all gear-safe (green) lights.
and will illuminate only when the corresponding land- d. If a gear-safe (green) light fails to illuminate,
ing gear is down and locked. The nose gear safe adjust applicable position indicator switch.
switch is installed on the drag brace support box in-
side the wheelwell. Main gear safe switches

nose Main Gear
are installed at the center hinge point of each drag
brace as shown in Figure 6-1. In the event any gear 1. Loosen lower checknut on downlock switch.
fails to fully extend and lock, illumination of the gear- 2. Rotate upper checknut on downlock switch until
intransit lightandtheabsenceof a safe lightindicates gear safe (green) light illuminates.
a malfunction of a specific gear. The gear-intransit 3. Rotate upper checknut one additional complete
light will illuminate while the gear is between the up turn clockwise and tighten lower checknut. This
or down positions and will remain illuminated if any positions switch to assure positive switch actuation
single gear fails to lock in either the up or down posi- when the main drag brace is moved overcenter.
tion. The nose gear intransit light toggle switch, is
mounted the drag brace support box in the nose
on Nose Gear
wheel well. The main gear-intransit light switches
are mounted in the gear uplock assemblies and are 1. Loosen securing downlock (upper) switch.
screws
actuated by the uplock arms (see Figure 6-4). 2. Move switch until switch
actuating arm is against
nose gear drag brace and gear safe (green) light il-
SWITCH ADJUSTMENT. Always check indicator luminates. Tighten screws securing switch.
lights by use of the press-to-test switch before per-
forming switch adjustment. Intransit Indicator Light
a. Jack aircraft as outhned in Section II. If all of the gear safe lights illuminate when the land-
6-14
690
ing gear is down and locked but the red intransit light WHEELS AND BRAKES
fails to illuminate at the beginning of the retraction
cycle, the malfunction is probably caused by an open
circuit or a downlock switch that is failing to make GENERAL DESCRIPTION
proper contact in the unlock position.
Refer to ap-
propriate wiring diagram in Section X and trouble The main wheels equipped with 8. 50 x10
are 10-ply
shoot electrical system. tube tubeless type tires and the nose wheel tire is
or
a 6. 00 x 6 6-ply tube type tire. All landin~ gear

WO’IE wheels are machined magnesium alloy castinb´•s, corl-
sisting of two wheelhalves.The u´•Recl halves, u´•hict~
Check main gear system first since are securedtogether by bolts and sflf locking Iluts,
access to nose gear switches requires are not interchangeable; but the complete wheel as-
detachment of nose wheel well doors. semblies are interchangeable. The wheels operate on
tapered roller bearings, whictl rotate in hardened
steel races pressed into each wheelltalf. Hardciicd
If the gear-intransit (unsafe) light fails to extinguish steel drive keys, installed in each inboard Inaill wheel
when the gear is locked in the UP position the mal- half, engage with slots in the brake dise anti turll the
function could be caused by improper uplock switch disc with the wheel. The single dise hydraulic braiic´•s,
adjustment. The landing gear control panel lights and attached to the main landillg ge~l´• rtxle turquc l,talr,
horn are connected to a press-to-test switch in the are individually controlled by ni,l,lvill~ I,l.cs~sul´•e to tile
annunciator panel and can be tested for proper ope- rudder-brake pedals at either I,ilots pusitiorl. hIo\.t-
ration, thereby isolating the malfunction to either the ment of a rudder-brake pecialopEns the corl.csl,undin~
landing gear uplock switch or the control panel lights, power brake valve, attached to the loru´•ald sitle of the
Press the test switch in the annunciator panel, if the bulkhead in front of the pilots rudder-braktr- I,eciali;,
landing gear control panel lights illuminate and the and applies pressure to the approp,´•iate blake. T~lp
horn operates properly, the malfunction is in the copilots rudder-brake pedals are intcr-
landing gear uplock switches. Check the landing gear connected with the pilots pedals. Ausiliarv s~stcltl
uplock switches manually and adjust as required. hydraulic pressure is available for emergency brake
Switch adjustment is accomplished in the same manner operation, and operation of the parking brakes, when
as previously outlined, normal system pressure is unavailable for any reason.
The brakes are self adjusting, easily checked for
wear, and can be quickly overhauled by field activities.
WARNING HORN
Micro switches, installed in the engine control ped- MAIN WHEEL REMOVAL AND DISASSEMBLY
estal, complete circuit to sound the landing gear
a
warning horn when both power levers (aircraft 11001 To remove and disassemble a main landinggear wheel
through 11019) or either power lever (aircraft 11020 refer to Figure 6-8 and proceed as follows:
and subsequent) reaches a position that is 0.72 0.30)
inch from FLT IDLE detent and a landing gear is in a. Jack aircraft as outlined in Section ZI.
any position other than down and locked, b. Remove hub cap retaining ring, hub cap, cotter
pin, nut, washer, bearing and wheel assembly from
WARNING HORN SWITCH ADJUSTMENT. The two landing gear (see Figure 6-8).
micro switches, attached to a channel bracket on the c´• Remove bearing retainer lock ring, bearing en-
control pedestal cover support, are actuated by cams closure ring, felt seal ring, and bearing from brake
bolted to each power lever to cause the warning horn side of wheel.
to sound. To adjust the warning horn micro switches, d´• Deflate tire.
proceed as follows: e. Remove locknut, washers, and wheel half re-
taining bolts. Separate wheel halves and remove tire.
a. With engine control switches located in ENGINE f. Clean all parts in cleaning solvent and inspect
OFF, position power levers 0.72 0. 30) inch forward for cracks, corrosion, and wear.
of FLT LDLE detent and tighten pedestal control fric- 1. Replace brake disc drive keys worn to
tion locks. less than 1.11B-inch width. When necessary
b. Remove pedestal cover, to replace drive keys, paint keys and contact
c. Loosen lower attaching screw on micro switch surfaces with zinc chromate. Torque key re-
to be adjusted. taining screws to 100-140 inch-pounds and stake
d. Rotate aft end of switch down until it no longer screws.
contacts cam, then rotate aft end of switch up until 2. Inspect bearing races and replace if pitted
switch clicks. or scored. When necessary to remove bearing
e. Tighten lower switch attaching screw and install races heat wheel half in bailing water for at
pedestal cover. least 30 minutes, then remove race by tapping
f. Check landing gear warning horn switch opera- around its To install race, re~leat wheel
edges.
tion as described under landing gear operational half and cool bearing race with dry ice, Posi-
check. tion race in wheel half and tap into place evenly
6-15
690
HUB CAP RETAINING RING

HUB CAP
B EARING
BEARING RACE
WHEEL HALF, No brake side
O\ .O-RING WHEEL SEAL
SELF LOCKING WHEEL HALF, Brake side

N"T
BEARING RACE
BEARING
SCREW
DRIVE KEY
WASHER
WHEEL HALF RETAINING BOLT
za 7
Figure 6-6. Main Wheel
to ensure proper seating. Clean wheel half and

repaint with two coats of zinc chromate and two CAUTION
coats of lacquer.
3. Polish small burrs or nicks out of wheel
halves with 400 grit (10/0) sandpaper. Clean Uneven or improper torque may cause
wheel and replace protective coating as neces- bolt or wheel failure.

sary.
d. Over inflate tire to 70 psi to seal tire beads.
MAIN WHEEL REASSEMBLY (TUBELESS TYPE) Remove valve core and allow tire to deflate.
e. Install valve core and inflate tire to 60 psi.

The main gear wheelassemblies and the tires
landing Check to assure valve does not leak, before replacing
are balanced and marked at the time of manufacture. valve cap.
The tire balance mark is a red dot placed on the cas-
ing sidewall. The wheel assembly balance mark is a
yellow stripe placed inside the rim. Align the red MAIN WHEEL REASSEMBLY (TUBE TYPE)
dot with the yellow stripe when mounting tire on wheel.
Tires and tubes are balanced as individualunits and
a. Lubricate O-ring wheel seal with grease and marked at the time of manufacture. The tire balance
position seal on wheel flange. mark is a red dot; the tube balance mark is a yellow
b. Position tire on one wheel half, then position stripe the base of the tube. The following proce-
on
remaining wheel half on tire. Use caution to prevent dure is suggested as a guide for mounting the tires in
removing grease from wheel seal when positioning balance and installing the wheels.
wheelhalves, as grease acts as an air seal.
c. Install wheel half bolts, washers, and nuts, a. Dust tube with a small amount of tube talc.
Tighten nuts evenly and torque to 10foot-pounds, b. Place tube in tire and align yellow stripe on
6-16
690
MAINTENANCE MANUAL Section V1
Laiidin~ Gear, Wheels anti Ur;tkes
tube with red dot on tire. f. Lubricate washer and n?rle Ilut. Install
c. Place the no brake side of wheel in tire and assembly on axle and secure with washer a!ld ~sle nut.
position tube valve in wheel rim hole. br. While manually’rotating wheel, torque axle
d. Place brake side of wheel in tire and secure nut to 60 inch-pounds.
wheel halves with bolts, washers and Iluts. Tighten h. Back off axle nut to zero inch-pounds :vhile
nuts evenly and torque to 10 foot-pounds. keeping all parts still seated. Retighten axle nut to
30 inch-pounds while manually rotating wheel.
NOTE
CAUTION If nut is not in locking I,osition, ad-

vance nut to next position, not to es-
ceed 30 degrees, while rotating wheel.

Uneven or improper torque may cause
bolt or wheel failure. i. Install cotter pin.

j. Install hub cap and hub cap retaining ring.
k. Remove jacks and tailstand.
e. Inflate tube until tire beads seat on wheel flanges,
remove valve core and allow tube to deflate. A tire will loose one pound of pressure for each live
f. Install valve core and inflate tube to 60 psi. degrees drop in temperature; therefore, tire pres-
Check to assure valve does not leak before replacing sure should be checked frequently and especially after
valve cap. wide variations in localtemperature. Du not inflnte
tires in a warm hangar and then move the aircraft
outside in the cold. as a significant loss in tire pl‘~-s-
MAIN WHEEL INSTALLATION sure will Operating an aircraft with ullder-
occur.
inflated tires will rapid tire wear and may 1´•e-

cause
a. Clean bearings thoroughly with high grade suit in hidden tire damage and internal failure.
kerosene~
NOTE MEASURING BRAKE LINING WEAR
Do not use gasoline. As the brake linings wear, the brake dise are forced
autboard and away from the brake housing. To mc´•a-
b. Dry bearings with compressed air. sure brake linings for excessive wear, refer to FiS~re
6-9 and accomplish the following steps.
WOTE
a. Place battery switch in ON position long enough
Do not spin bearings. for hydraulic pressure to build up.
b. Depress rudder-brake pedals and engage park-
c. Inspect bearings for pits, scoring, corrosion ing brake.
and wear and replace as necessary, c. Press wear indicator pin. When pin becomes
d. Pack bearings with MIL-G-81322A gl´•ease as flush with wear indicator bushing, replace brake
follows: lining.
i, With a large amount of grease in palm of
hand, move wheel bearings through grease
ai~ainst palm of hand to force grease through BRAKE REMOVAL AND DISASSEMBLY
bearings from large end oB rollers.
a. Release I,arking brakf at~d reduce hydraulic
WOTa system pressure to zero.
b. Jack aircraft as outlined in Section 1l.
Be suregrease gets between rollers c. Remove wheel frontlandillg gear.
and cage and not just on outside of d. Disconnect altd cap br´•ake Rydraulic litle at bl´•ske
parts. housing. Remove bolts attaching brake assembl~´•tu

axle torque flange.
2. Repeat step i. until full circumference of e. Reniove brake cUse anti liniiigs fron~ brnke Iious-
bearing has been completely exposed to this ing (see Figure 6-10).
packing procedure. f. REnIove cylirlder head and l,iston ass8;~tbl\´•
front brake housing.
e. Install bearings in wheel. g. Remove chcckllut a(ltl tlll’eadfd bushin~ Il.illll
cylinder head.
WOTI h. Place cylinrler head and pistuii assfnl,lV ill
arbor press and press self adjusting pin through sl,lir

Additional grease may hnvetobe added collar gril, using a 3; 16-illch tliallleter I,in.
to bearing housing after bearing is ill- i. Remove split collar h’ril,, adjustillfi I,ill \castic´•l´•?
stalled. atld O-ring seals from cylinder head.
Change 3 6-17
690
SPRING BUSHZNG
WEAR INDICATOR
PIN
26 32
Figure 6-9. Measuring Brake Lining Wear
j. Remove piston assembly spring retainer plate 3. Place spring guide over self-adjusting pin
and brake release springs from self adjusting pin, and into spring.
k. Remove roundhead bleeder screw, washer, 4. Place threaded spring retainer over seLf-
valve, adapter, and gasket. adjusting pin.
i. Clean all parts in cleaning solvent, P-D-680. 5. Place assembly in an arbor press and
Be sure O-ring grooves are free of rubber deposits. compress spring guide and spring until they
m. Inspect all parts for cracks, corrosion, and bottom.
wear. 6. Screw threaded
spring retainer into piston
1. Replace brake discs that are dished in ex- bottoms, then back off retainer 1/2 turn
until it
cess of 1/18-inch or worn to less than 0. 337- and stake lightly into two piston grooves 1800
inch in thickness. Replace brake disc if drive apart.
key slots are more than 1. 188-inch wide. 7. Re lease arbor pre s s and re move asse mbly.
2. Polish small burrs or nicks out of cylinder d. Install lubricated piston O-ring on piston sub-
walls and self adjusting pins with 400 grit (10/0) assembly.
sandpaper and clean, e. Install piston subassembly into brake housing.
3. Repaint brake housing with two coats of Do not damage self-adjusting pin O-ring in cylinder
zinc chromate and two coats of lacquer. head.
f. Push piston completely into housing and install
Brake linings,anvils, O-rings, and seals should be brake lining, then
place housing on a clean flat sur-
discarded and replaced at regular overhaul periods. face with the linings facing down.
g. Install grip and pilot pin subassemblies (3) on

the end of self-adjusting pin and drive into position
BRAKE REASSEMBLY AND INSTALLATION in cylinder head.
a. Install cylinder head O-ring on cylinder head WOIE

and self-adjusting pin O-ring in groove of cylinder
head. Lubricate each grip by dipping in clean
b. Lubricate threads of cylinder bead with Hi-Lo hydraulic fluid before installing.
M. S. No. 1 grease. Screw cylinder head into brake
housing and torque to 35 foot-pounds.
c. If piston subassembly has been disassembled, h. Place threaded
bushing over end of self-adjusting
reassemble as follows: pin and screw cylinder head until tight.
into the
I. Place self-adjusting pin in piston. i. Screw checknut on threaded bushing then back
2. Place brake release spring over self- off threaded bushing 1/2 turn and lock by advancing
adjusting pin. checknut 1j2 to 1/3 turn while holding bushing.
6-18
690
PISTON O-RING
d PISTON
SELF-ADUSTING PIN
BRAKE RELEASE SPRING
BRAKE LINING
i
BRAKE
"C SPRING GUIDE
SPRING RETAINING RING
LINING
BRAKE HOUSING
II
CYLINDER HEAD O-RING

i
ADJUSTING PIN O-RINCr
CYLINDER HEAD
BRAKE DISC
GRIP AND PIN ASSY
BLEEDER VALVE
o ~B
JBUSHING
tO-RING/r
WASHER
CHECKNUT
BLEEDER SCREW
BLEEDER BUSHING
ADAPTER SPRING
WEAR INDICATOR PIN
tb 30
Figure 6-10. Main Wheel Bloke
j. Install remaining piston assemblies in brake n. Install brake on axle torque flange and torque
housing and safety wire checknuts together. attaching bolts to 100-140 inch-pounds.
k. Replace roundhead bleed screw, washer, plug,
adapter, and gasket.
i. Place brake linings in back plate. WOll
m. Place brake disc between brakelinings in brake
and secure back plate and brake housing with bolts, The mounting bolt retainers arein-
washers, and self-locking nuts. Torque nuts to 40 stalled when brake is installed on air-
foot-pounds. craft.
CAUTION
o. Install wheel and connect brake line to housing.

One washer should be under the bolt p. Bleed brakes as outlined in this section.
head and one washer under the nut. q. Remove jacks and tailstand.
6-19
690
SYSTEM
PRESSURE
INLET
PRESSURE AND RETURN

PORT TO BRAKE AND
NOSE WHEEL STEERING
FLUID RETURN TO
HYDRAULIC SYSTEM
PITCH ADJUSTING
SCREW
OPERATING
LEVER
FREE PLAY
ADJUSTING
SCREW
23 ~1
Figure 6-11. Power Brake Valve
POWER BRAKE VALVE ADJUSTMENT must be at least 750 psi. If pressure doesn’t reach
750 psi, check the hydraulic system for possible
a. Bleed brakes and nose steering cylinder, leakage.
b. Remove cap from tee fitting installed in brake i, Remove pressure gages from each brake line
line immediately above each main gear brake. Install and cap tee fittings.
a hydraulic pressure gage with a 0-2000 psi range at j. Install access door. Bleed brakes and nose
each tee, wheel steering cylinder if brakes are spongy.
c. Apply externalhydraulic system pressure source k. Fill hydraulic reservoir.
capable of producing normal system pressure.
d. Remove access door located on lower left side
of nose section atfuselage station 5. 50. BRAKE AND NOSE WHEEL STEERING SYSTEM
e. Loosen bottom of each power brake
screw on BLEEDING
valve operating lever and adjust rudder-brake pitch
adjusting setscrew on aft upper side of yoke to main- The brake and nose wheel steering systems must be
tain a forward pitch from 10 to 16 degrees on each bled each time maintenance is performed on either
pedal with pedals aligned within 2 degrees. system.
f. Loosen checknut and turn power brake valve
pressure adjustment screws clockwise (see Figure Fill hydraulic reservoir with fluid and
a~ keep full
6- 11) until an indication of pressure is shown on gages throughout bleeding operation.
in main wheel brake lines, b. Remove bleeder screw and washer from bottom
g. Slowly turn power brake valve pressure adjust- of brake housing and install hose in bleeder adapter.
ment screws counterclockwise until pressure and c. Place free end of hose in a clean glass recep-
brake line gage drops to zero then turn adjustment tacle containing enough hydraulic
fluid to cover end of
screw counterclockwise one additional complete turn. hose. End of bleeder ´•hose must be submerged at all
Secure adjusting screw checknuts. times to properly check for air bubbles and prevent
h. Apply maximum equal brake pressure to the left entry of air into hydraulic system.
and right rudder-brake pedals. Note pressures ob- d. Place battery switch in ON position to energize
tained on hydraulic gages in each line. Pressure auxiliary hydraulic pump.
6-20
690
Landing Gear, Wheels aIld Brakes
BEARING
SEAL
BEARING RACE
BEARING
O-RING SEAL
WHEEL HALF
(MALE)
WHEEL HALF
(FEMALE)
P--
Figure 6-12. Nose Wheel
e. Apply minimum brake pressure and open bleeder b. Remove axle bolt nut, axle bolt, and plugs.
adapter. Hold brake pressure on rudder-brake pedal c. Slide axle out of fork assembly.
until air bubbles are no longer present in bleeder d. Remove nose wheel and spacers.
receptacle. Crimp hose and close bleeder adapter e. Remove bearing seals and bearing (see Figure
before releasing brake pressure to avoid reentry of 6-12).
air into brake system. f. Deflate tire and re move wheel half retaine r bolts.
f. Remove hose and install bleeder screw and g. Separate wheel halves and remove tire.
washer. h. Inspect bearing races and replace if pitted or
g. Repeat bleeding procedure for opposite brake. scored. To remove bearing races, heat wheel half in
h. Fill
hydraulic reservoir with hydraulic fluid. boiling water for a minimum of 30 minutes, and re-
i. Loosenhydraulic line at forward side of nose move race by tapping evenly around Its edges. To
wheel steering cylinder enough to allow fluid to seep installrace, reheat wheel half and cool race with dry
out. Apply slight pressure to left rudder-brake pedal ice. Position race inwheel half and taplightly around
and hold until fluid seepage is free of air. Tighten edges to assure proper seating.
forward line before releasing pedal. i. Clean wheel halves and inspect for cracks,
j. Loosen aft hydraulic line of steering cylinder nicks, gouges, andcorrosion. Replace cracked wheel.
and apply brake pressure to right rudder-brake pedal Remove evidence of corrosion, small nicks, and
to complete steering system bleeding. gouges with fine emery paper. Repaint areas where
k. Fill hydraulic reservoir with hydraulic fluid. protective coating has been removedwith two coats of
zinc chromate primer followed by two coats of lacquer.
NOSE WHEEL REMOVAL AND DrSASSEMBLY

NOSE WHEEL REASSEMBLY AND INSTACLATION
a. Wash bearings in cleaning solvent and inspect
for wear or damage.
WOTIE
b. Repack bearing with bearing grease and rein-
When nose wheelonly is to be removed, tail stall.
of aircraft may be lowered, and secured, c. Inflate tube just enough to round it out.
6-21
690
WO’IE CAUTION
Tires and tubes are balanced as indi-

vidual and marked at time of
units Uneven or improper torque may cause
manufacture. The tire balance mark bolt or wheel failure.

is a red dot. The tube balance mark
is a yellow stripe on the base of the g. Inflate tire until tire beads are seated, remove
tube. Always assemble tube and tire valve core and allow tube to deflate.
with marks aligned. h. Install nose wheel assembly in gear fork and
insert axle through fork and nose wheel.
i. Install axle plugs and axle bolt and nut. Tighten
axle bolt until wheel bearings begin to bind, then
d. Dust tube lightly with tube talc. back off until bearings are free.
e. Place tube in tire and align balance marks. j. Installvalve core and inflate tire to 30 psi. As-
f. Place tire on one wheelhalf,
then place spacer sure valve does not leak before replacing valve cap.
and remaining wheel half entire. Secure wheel halves
with bolts, washers, and nuts. Tighten nuts evenly Comments pertaining to main wheel tire care are
and torque to 83 inch-pounds. equally applicable to nose wheel tires.
6-22
690
ITEM M~IMUM MAXIMUM

(Inches) (Inches)
Gland 2. 751 I. D. 2. 753 I. D.

Scissor 0. 3750 I. D. 0. 3760 I. D.
Scissor (Between Flanges) 2. 130 2. 135
Bushing 0. 252 Z. D. 0. 254 I. D.
Bushing (Flange) 0. 059 0. 061
Body 3. 375 I. D. 3. 379 I. D.
Body (Top of Body to Shoulder) 2. 876 2. 881
Inner Body Bushing (Scissor) 0. 3745 I. D. 0. 3770 I. D.
Inner Body Bushing Flange (Scissor) 0. 0595 0. 0620
Trunnion Bushing 1. 250 1. D. I. 2525 I. D.
Bushing (Length) 2. 248 2. 250
Torque Link (Between Bushings) 3. 000 3. 006
Pin 0.4980 O.D. 0. 4995 O. D.
Torque Link Bushings 0. 3765 I. D. 0. 3780 1. D.
Torque Link Shaft 0.3730 O.D. 0. 3745 O. D.
Axle 1.4985 O.D. 1, 4995 0. D.
Axle 0.9985 O.D. 0. 9995 0. D.
Piston Rod 2. 746 0. D. 2. 748 0. D.
Piston Rod 2. 312 I. D. 2. 317 I. D.
Piston- Floating 2. 307 0. D. 2. 310 0. D.
Plate- Orifice 0. 593 I. D. 0. 596 I. D.
Bearing- Upper 3. 244 0. D. 3. 247 0. D.
Thrust Ring (Length) 0. 620 0. 625
Snubber i. 932 0. D. i. 935 0. D.
Retainer 1. 942 I. D. I. 947 1. D.
Pin- Mounting 1.247 0, D. i. 249 0. D.
Pin- Mounting i. 247 O. D. i. 249 O. D.
figure 6-13. Parts Tolerances Main Landing Gear
ITEM MINIMUM MAXIMUM

(Inches) (Inches)
Body 2. 3750 I. D. 2. 3795 1. D.

Body (Collar Groove) 3. 412 0. D. 3. 499 0. D.
Body (Centering Pin Attach Bolt Hole) 0. 5615 I. D. 0. 5645 1. D.
Body (Snap Ring Groove) 0. 1030 0. 1105
Bearing Gland 1. 875 I. D. i. 879 I. D.
Center Cam 0. 3112 I. D. 0. 3145 I. D.
Fork Assembly (Axle Hole) 1. 5000 I. D. 1. 5025 i. D.
Upper Bearing 2. 370 O. D. 2. 373 0. D.
Piston Rod 1.8730 O.D. i. 8745 0. D.
Piston Rod 1. 625 I. D. 1.630 I. D.
Piston Rod (Pin Hole) 0. 2500 I. D. 0. 2515 I. D.
Scissor Assembly (Scissor to Scissor Connect Point) 0. 3745 I. D. 0. 3755 1. I).
Bushing 0. 2510 I. D. 0. 2525 I. D.
Orifice Tube 1. 620 O. D. i. 623 O. D.
Cylinder Bracket (Attach Holes) 0. 1934 I. D. 0. 1942 I. D.
Cylinder Bracket (Cylinder Attach Holes) 0. 256 1. D. 0. 266 I. D.
Axle 1.4987 O.D. i. 4995 0. D.
Scissor and Collar Bushing 0. 313 I. D. 0. 316 I. D.
Pin 0. 308 O. D. 0. 311 0. D.
Pin 0. 245 O. D. 0. 248 0. 13.
Figure 6-14. Parts Tolerances Nose Landing Gear
6-23/6-24
SECTION
FLIGHT CONTROLS
690
MAINTENANCE MANUAI Se~tion VIl
Flight Controls
SECTION VI1
FLIGHT CONTROLS
TABLE OF CONTENTS
Page
GENERAL DESCRIPTION 7-1.
UAZNTENANCE OF FLIGHT CONTROLS rl-l
Control Cable Removal and Installatio´•~ 1-2.
CONTROLSURFACE BALANCING 7-2
GeneralBalance Procedures 7-2
Balancing Instructions 7-4.
Balance Adjustment. t..:...
7-4
FLIGHT CONTROL SYSTEMS r-5,
ControlColumns 7-5 i
Aileron ControlSystem 7-6
Rudder ControlSystem 1-101
Elevator ControlSystem 7-19:
Wing FlapControlSystem .......,7-1’1
Wing Flap Position Trans mittei´• 1-2Q
r*´•´•
GENERAL DESCRIPTION MAINTENANCE OF FLIGHT CONTROLS
The aircraft is equipped with all-metal flight control Specialcare must be exercised when performing con-
surfaces consisting of the ailerons, rudder, elevators, trol system maintenance. Emphasis shall be given to
and wing flaps. Dual controls are provided for the security of attachment, correct alignment of rod
ailerons, rudder, and elevators. A single control ends, use of correct hardware, and proper safetying.
lever, easily reached by either pilot, controlsthe Control cables must be free of kinks, pulleys must
hydraulically actuatedwingflaps, Movable trim tabs be aligned with the cables, and guard pins must be
installed on the rudder and elevators, are operated by installed in the pulley brackets. Position cable pulleys
control wheels contained in the overhead control panel. and route cables to avoid contact with the aircraft
A dual indicating tab position indicator installed in the structure. Inspect work areas for mislaid tools or
center instrument panel, indicates the position of the parts, which could foul the controls, and perform a
rudder and elevator trim tabs. A fixed, ground ad- functional check of the controls prior to replacement
justable trim tab is installed on the trailing edge of of access covers. It is recommended that a test
the right aileron, and electrically operatedtrim
an flight be
accomplished before the aircraft is released
tab is installed on the trailing edge of the left aileron. for routine operation when a control system compo-
The control column, control wheel, and rudder pedals nent has been replaced or aircraft rigging has been
at the pilot and copilot positions are mechanically altered. Rerigging the control systems will seldom
interconnected to the push-pull rods, bellcranks, and be necessary if correct maintenance technique is em-
cables which actuate the primary flight controls. All ployed when system components are removed and re-
primary control surfaces are balanced to prevent placed. Do not disturb position of rod end fittings
surface flutter and provide the best possible aircraft when control system components are removed, un-
control characteristics throughout the complete range less absolutely necessary. When this is necessary,
of normal flight speeds. Sealed bearings are used record the an\ount of change required so that fittings
throughodt the flight control system. Control cable may be returned to original position when maintenance
pulley brackets are provided with guard pins to pre- or repair is completed. When control systenl com-
vent the cable from jumping the pulley groove. The ponents are being removed, carefully note location
all-metal, hydraulically actuated wing flaps provide and position of attaching parts and hardware and re-
f~;´•
additional lift for shorter takeoff distances and slower turn to original location or position when installing
landing speeds. Wing flaps may be positioned at any new components andparts. Complete rigging instruc-
setting between UP and DOWN by placing the flap tions are provided in succeeding paragraphs, for each
control lever in NEUTRAL, when the flap has moved flight control system. Read these instructions care-
to the desired position, fully before starting the rigging operation. Select
7-1
690
Section VII MAINTENANCE ´•MANUAL
Flight Controls
and accomplish only those rigging steps applicable to weight of materialrernoved,

and the weight distribu-
the jab requirement. Cable tensions and control sur- tion of therepair material should be similar to that
face travel measurements are contained in Figures of the removed material. When repainting a control
7-9 and 7-12. Ambient temperature and telnperature surface carefully remove e~dsting paint and primer,
buildup within the airframe structure affect cable suspend the surface from its leading edge and apply
tension and must be given proper consideration when new primer and paint evenly to all surfaces.
rigging control surfaces. The following procedures

should be followed when rigging control cables: Balance requirements may be stated in terms of per-
cent of static balance, A control surface with sym-
a. Rigging should be accomplished in a hangar. metric airfoil(like
the rudder and elevator) is in 100-
When necessary to rig aircraft in the open it should percent static balance when the trailing edge is at the
be accomplished during coolest part of day with tail same elevation (levelwith) as the control surface hinge
of aircraft pointing toward sun. If aircraft is moved line, with the surface freely swinging on its hinges.
into a hangar rigging, allow 90 minutes for con-
for
trol cables to adjust to hangar temperature. Due toits unsymmetric airfoilsection the aileron will
b. Control cable tension readings should be taken have a different static position at 100 percent balance
near the midpoint of cable and never closer than six (see Balancing Instructions). Balance requirements
inches to a cable terminal or within 18 inches of a may also be stated in terms of inch-pounds of moment
pulley fairlead.
or All control surfaces must be in about the hinge line. The moment is the product of
the streamlined position when cable tension is taken. force tar weight) and the distance from the hinge line
Prior to checking tension of elevator control cables, over which the force or weight acts.
clamp surfaces to position to relieve
streamlined
forces imposed by elevator bungee springs. Cable EXAMP LE:
tension must be compensated for ambient temperature.
Carefully follow instructions provided with the tensi- A %-ounce force or 2 ounces of weight acting
ometer. 16 inches aft of the hinge line produces a mo-
ment about the hinge line equal to 16x2= 32
inch-ounces or 2 inch-pounds.
CONTROL CABL~ R~MOVAL AND INSTALLATION
Flight control surfaces may be intentionally over-
The removal and installation of controlcables may be balanced (nose heavy) or underbalanced (tail heavy)
facilitatedby attaching a lead line or cord to the depending upon the flight control characteristics of
smallest end fitting of the controlcable which is being the aircraft and the balancing requirements. Aero
removed and pulling controlcable through pulleys and Commander control surfaces are balanced to the fol-
fairleads. The lead line should follow the same route lowing specifications and acceptable ranges:
as the cable being removed. All pulley guard pins
must be removed before this is attempted. After Aileron 4 inch-pounds underbalance to 1 inch-
control cable is removed, attach line or cord to re- pound overbalance (painted control sur-
placement cable and thread cable back through the face).
same route by pulling onthelead line. When replace- 2 inch-pounds underbalance to 2 inch-
ment cable is routed along the proper route, install pounds overbalance (unpainted control
all yard pins, tighten all turnbarrels, and rig the surface).
system to required travel and tension as shown in Rudder 82 inch-pounds underbalance to 145
Figure 7-9 and 7-12. inch-pounds underbalance (painted con-
trol surface).
82 inch-pounds underbalance to 135
inch-pounds underbalance (unpatnted
control surface).
CO.NTROI SURFACE BALANCING Elevator 5 inch-pounds underbalanceto 10 inch-
pounds underbalance (painted control
surface).
All flight controlsurfaces are balanced to provide the 3 inch-pounds underbalance to 10 inch-
best possible aircraft control characteristics through- pounds underbalance (unpainted control
out the full range of normal flight speeds. Control surface).
surface balance should always be checked after paint-
ing, repair, or other maintenance actions which would
alter its weight or weight distribution. Changes to GENERAL BALANCE PROCEDURLS
control surface balance which exceed specified toler-
ances can be avoided by employing correct mainte- General procedures for static balancing of primary
nance technique when painting or repairing a surface. flight control surfaces are the same. Control surface
When sheet metal repairs are required, weigh the flyaway condition when balanced, i. e.,
must be in the
material removed from the surface in preparation for surfaces must have static wicks installed, and trim
repair. The weighf of material used to accomplish a tabs and associated hardware in place. A balancing
repair should be as nearly as possible ttle same as fixture, similar tottlat shown in Fib~re 7-1 should be
1-2
690
MAINTENANCE MANUAL Section \rII
Flight Controls
1.00"
AN4-11A BOLT
10 00 1
1/211 RADIUS
144. 00"
i:I;
WOOD 2" x 4
I 30. 00"
DISTANCE
(D)
DETAIL A
DETAIL B
HINGE POINT
WEIGHT OF
DISTANCE I KNOWN VALUE
-VARIABLE (D)
WEIGHT (W)
MNCE POINT
Figure 7-1. Control Surfoce Bolancing

7-3
690
Section VII MAINTENANCE MANUAL
Flight Controls
used for control surface balancing. This fixture must points. Rudder and elevator are 100 percent balanced
be exactly level and in a draft free area, and each when the trailing edge is level with the hinge line.
surface must be mounted in the fixture with the sur-
face hinges in precise alignment permitting rotation EXAMPLE:
of the surface freely about the hinge line.
Rudder is underbalanced (tail heavy) with W =8
The amount of underbalance or overbalance of a con- pounds, 8 ounces(see Figure 7-1, Detail A) and
trol surface can also be determined in several ways; D 5 inches; then MU 8. 50 x 5 42. 5 inch-
typically used methods are illustrated in Figure 7-1, pounds. This is over the maximum underbalance
Detail A and Detail B. allowed for the rudder. See BalanceAdjustment
for corrective procedure. Now assume the
The amount of underbalance (tail heavy) can be deter- elevator is overbalanced (nose heavy) and W=4
mined by suspending weights from a balance weight ounces or 0.250 pounds; and D 10 inches;
attachment screw as shown in Figure 7-1, Detail A then M,= O. 250 x 10 2. 50inch-pounds, PLUS
until the control surf ac e is 1GO-percent static balanced. the minimum amount of underbalance specified,
The unbalance moment (MU) will be the total amount since in the case of the elevator the specification
of weight suspended multiplied by its distance, (D) balance range does not allow any overbalance
from the hinge line. (see BalanceSpecifications). Thetotaladjust-
ment to be made inthisexample then is 2.50 5
The overbalance moment (nose heavy) can be deter- 7. 5 inch-pounds, and sufficient weight must
mined by placing a metal bar of known weight (W) be removed from the balance weights in the nose
parallel with, and aft of the control surface hinge line of the elevator to produce at least this amount
as shown in Figure 7-1, DetailB, until the control of moment about the hinge line (see Balance
surface is 100-percent static balanced. The over- Adjustment).
balance moment will be the weight of the bar multi-
plied by its distance from the hinge line.
BALANCE ADJUSTMENT
BALANCING INSTRUCTIONS When the surface is under balanced, additional weight

must be added forwardof the hinge line. The required
AILERON. Place aileron in balance fixture upside amount of weight can be estimated by dividing the
down. Aileron is 100-percent balanced when the flat number of inch-pounds out of tolerance by the distance
surface of aileron(underside) is 3 degrees down from from the hinge line at which the weight will be added.
the horizontal, measured near the center hinge. In theexcessively underbalanced aileron example this
was O. 50-inch pounds. The center-balance weight is
WO~IE approximately 2. 5 inches from hinge line. The ap-
proximate amount of weight to be added for this ex-
The specification for the aileron is ample is: 0. 50/2. 50 0. 20 pounds or 3. 2 ounces.
nominally 100-percent static balanced.
For this reason there may be the ten- The general procedure the same for all surfaces.
dency to pay less attention to the actual The weight which must be removed from the nose of
balance condition of this surface if it the overbalanced elevator in the example can be esti-
swings near the 30 position. The un- mated by dividing the totaloverbalance by the distance
balance should still be measured and from the hinge line at which the weight is to be re-
compared with the specification. moved. Assume the weight will be removed from the
center balance weight near the center hinge, where
EXAMPLE: the distance to hinge line is 3. 50 inches, then, weight
to be removed 7. 50/3. 50 2. 14 pounds, or approx-
Aileron is underbalanced(tail heavy) and W 12 imately 34 ounces for the overbalanced elevator ex-
ounces (Figure 7-1, DetailA) or 0. 750 pounds ample.

and D 3 inches; then M,= O. 750x3 2. 25
inch-pounds. Since the allowable underbalance WO’IE
(tail heavy) is 4 inch-pounds no change to bal-
ance weight is required. Now assume a different To gain access to aileron balance weight
aileron is checked and is underbalanced (tail remove inboard hinge and inboard nose
heavy) and W 1. 50
pounds and D 3 inches; rib. Gain access to the elevator or
then MU 1. 50
x 3 4. 50 inch-pounds. This rudder balance
weights by removing
condition does not meet aileron specifications, forward trimtab access panel. A max-
therefore, weight to produce at least 0. 50 inch- imum of one pound can be added to the
pounds (4. 50 -4. 00) will have to be added to the balance weights originally installed in
nose balance weight (see Balance Adjustment). the surfaces at the factory. Contact
Aero Commander if more than this
ELEVATOR AND RUDDER. Place control surface in amount is required to rebalance any
balancing fixture, and ensure free rotation at hinge surface.
7-4
690
MAINTENANCE MANUAL Section VII
Flight Controls
SPLINE SPROCKET
INSPECTION PLATE
TURNBARRELS
AILERON CABLES
MECHANICAL STOP
PULLEY
ELEVATOR PUSH-PULL ROD
CABLE DRUM
PULLEY
711
Figure 7-2. Control Column
The final step in rebalancing is verification that the not be evident. The colltrol associated
with each control wheel collsists of colnbillatioll
proper amount of weight was added or removed. a
Each surface should be checked for unbalance (Mu) chain-cable assembly, control wheel sprocket, anti
by using procedure described inGeneral Balalzcing
the three pulley assemblies. Colltrol wheel positions allti
Procedure until the surface is balanced according to case of operation are determined by adjustnlellt of the
the specifications. chain-cable assembly within the control colulntl. T~iu

turnbarrels are provided in each control colunin for
cable tension adjustineent. These turnbarrels are ac-
ceBsible through an access panel, located at thr´• loll f?l
FLI G HT CO NTRO L SY STE M S each coluinn. The pivot bearings, installed un tht´•
column base, must replaced when control columri

be
movelnellt is rough, indicating bearillg failure.
CONTROL COLUMNS
C ONT RO L COLU MN RE MOVA L AN D INST A LLATION.
The flight control columns are symmetrically rigged To remove the control column refer to Figure 7-2
and connected to the aileron and elevator control sys- and proceed as follows:
tems to provide dual control capability (see Figure
7-2). The controlcolurnns pivot fore and aft on sealed a. Remove colunln access I,ancl.
control boot.
bearings installed in the column base. Each column carpeting, appropriate floor I,alleling to Ilro\idr
and
is supported by mounting brackets bolted to the floor access to working area.
structure and secured to the brackets by two bolts b. Disconnect chain-cable assembly at i,otllturlt-
extending out from the pivot bearing. The control barrels in top of control column.
wheel, which is installed oil a tapered splined shaft c. I,ulley in lower section of control column
Remove
and held in place by a locknut, may be removed from to allow separation of outboard segment of chailt-c:t\,le
the control column by removing the medallion and assenlbly from colun~n.
wheel retaining nut. To check the control wheels for tl. Support control colulnit to I,rcvellt Its fallill~
security, hold one wheel in a :teady or locked posi- forward into the instrument I,allcl, antitliscol~ltcct
tion and attempt to rotate the other. notation should elevator push-pull rod attached to tower End of cul-
7-5
690
Section VH MAINTENANCE MANUAL
Flinht Co~b;rds
umn. Do not rotate rod end fitting on push-pull rod. Determine free play of the control surface trim tab in
e. Remove four bolts securing control column accordance with the following procedure:
mounting bracket to floor. Bracket will remain at- a. Position control surface in a streamlined posi-
tached topivot bearing bolts at base of column, tion.
f. Remove control column (control wheel chain b. Rigidly fasten the dial indicator holder to the
remains inside the column), control surface.
Installation of the control column is the reverse of NOTE

the removalprocedure. After installation is accom-
Position dial indicator so that plunger
plished, the chain-cable assembly must be adjusted
as described in the following paragraph.
tip contacts the trailing edge of the trim
tab. Dial indicator must have a range of
0-1. 00 inch, in increments of 0. 001 inch.

CONTROL COLUMN RIGGING. Access panels, lo-
cated at the upper inboard side of each control col-
c. To ensure accurate readings throughout the pro-
umn, permit access to the control wheel chains and
the two turnbarrels in the cable segments of each
cedure, maintain the same datum position of the dial
indicator for both up and down load conditions.
column. The cadmium-plated chains should be ap-
proximately centered on the control wheel sprockets
when the control wheels are horizontally aligned. IYOTE
Position dial indicator plunger so that

Tension on assembly, which is pro-
the chain-cable
vided by adjustment of the turnbarrels, should assure
readings can be taken in either direction
a reasonable degree of tautness, but not to the extent
without changing the set up.
that a feel of the sprockets is transmitted to the

d. Unlock the dial locking screw and revolve the
control wheel when it is rotated. The control column
dial and zero the indicator.
Tighten the locking screw.
access panels should be removed periodically and the
e’ In two (2) pound increments, apply a total down-
chain-cable assembly checked for correct tension,
load of ten pounds at the trailing edge of the trim tab,
safety of turnbarrels, and adequate chain lubrication.
where centerline of the actuator intersects the trail-
ing edge of the trim tab.
f. Record dial indicator readings at; 2, 4, 6, 8, and
CONTROL SURFACE TRIM TAB FREE PLAY
10 pound loads on a work sheet, similar to that illus-
The procedures for measuring trim tab free play for

trated in Figure 7-2C.
control surfaces(aileron, elevators, and rudder) are g´• Plot the data points in a graph (refer to Figure
very similar.
7-2D).
h. Repeat steps e. thru f. applying an up load.
660’66
i. Using a straight edge, draw a line that will di-
vide the data points plotted (indicator readings) for
The set up for measuring rudder trim the download condition and then for the upload con-
dition (refer to example illustrated in Figure 7-2D).
tab free play is slightly different From
the set up made when measuring aileron
WOTE
and elevator trim tab free play (refer to
Figure 7-2A). Positive load and de~lection should
The two lines drawn on the graph
are up for aileron and elevator and to the be approximately parallel to each other.
right for the rudder. Negative load and
deflection are down for the aileron and From the read the values where the lines
j´• graph
elevator and to the left for the rudder. intersect the base deflection line (points 1 2, Figure
7-2D). Determine the amount of free play deflection
The free play shall not exceed the maximum allowable i, the control surface trim tab (refer to NOTE in Fig-
tolerances (refer to Figure 7-2B). If free play exceeds ure 7-2D).
specified tolerances, check attachment points between
trim tab actuator and control surface for worn parts. WOTB
Replace worn parts as necessary. After
replacement
of worn parts and/or adjustments, always recheck the Check that free play deflection is within
trim tab free play. If still not within tolerance contact specified tolerance (refer to Figure 7-2B).
ICustomer Service Department, Gulf stream Aerospace,
loklahoma City, Oklahoma 73123. k. Repeat steps a. thru j. for each control surface.
7-6 Change 4
690
Flight Controls
DIAL INDICATOR HOLDER

(MOUNT TO UPPER CONTROL SURFACE ONLY, DO NOT
MOUNT TO WING OR STABILIZER)
DIAL INDICATOR
TRIM TAB
CONTROL SURFACE
PLUNGER
DIAL INDICATOR
DIAL LOCLUNG
SCREW
Figure 7-2A. Setup for Determining Control Surface Trim Tab Free Ploy.
MAX. FREE PLAY

CONTROL SURFACE DEFLECTION
AILERON 0. 100"
ELEVATOR 0. 157"
RUDDER 0. 113"
Figure 7-28. Maximum Free Ploy Deflection rolercinces.
7-6A
Change L3
690
Eection VII MAINTENANCE MANUAL
Flight Controls
LOAD R/H ELEVATOR L/H ELEVATOR L/H AILERON RUDDER

LBS -b(in.) tin.) -L(in.)
+b tin) -b(in) +6 tin.) -L(in.) tin.)
10
POSITIVE P (LOAD) AND b (DEFLECTION) ARE UP FOR
P
6
I AILERON AND ELEVATOR AND TO THE RIGHT FOR THE
RUDDER NEGATIVE P (LOAD) AND S(DEFLECTION) ARE
DOWN FOR AnERON AND ELEVATOR AND TO THE LEFT
FOR THE RUDDER.
Figure 7-2C. Trim Tab Free Play Work Sheet.
7-6B Change3
690
MAINTENANCE MANUAL Section Vil
Flit~ht C ,i;Lrt~ls
.1+0.~.._il..L__.i __~L-i-
/+0.OBO
i: jl
Wl~r2
j j
---.11.
C3
I i POINT 3
L:
I i --i-
4
W# -i I
WYIIN LOAD POUNDS I i Up LOAD POUN~
P;´•s ´•lo
NT4
a
:7
j I:
j
t
I j
=f; ii: rli POINT 1
...i:..L i.-l
-0
I11 ii :li:
t.
ifi: i i:
f i I i.
ilijiif. :]iiijl’’’iliii’l ~,f :ilii I II:
ii -fiiiil:iiiiiiiif:iiifiii_liiiifii liijili..iliiiifi lijjil li’iil iiiiil l:iijli
FREE PLAY DEFZ~ECTION
AILERON DEFLECTION POINT 1 POINT 2 OR 0. 010 0. 041 0. 051 INCH

L. ELEVATOR DEFLECTION POINT 3 POINT 4 OR 0. 009 0. 006 0. 003 INCH.
1011 WHEN ONE POINT IS LOCATED BELOW THE O DEFLECTION LINE

AND THE OTHER POINT IS LOCATED ABOVE IT, ADD THE TWO
NUMERICAL VALUES TO OBTAIN TOTAL DEFLECTION. WHEN
BOTH POINTS ARE EITHER ABOVE OR BELOW THE O DEFLECTION
LINE SUBTRACT THE SMALLER VALUE FROM THE LARGER VALUE
TO OBTAIN TOTAL DEFLECTION.
figure 7-29. Determining Control Sur(oce Trim Tab Free Play.
Change 3 7-6C
690
Section VII MAINT~ENANCE MANUAL
Flight Controls
AILERON CONTROI SYSTEM out through the wing tunnels along the trailing edge of
the wing aft spars, to the alleron bellcranks. The
An all-metal aileron is installed outboard of each alieron control cable turnbarrels are installed in the
outer wing flap. Each aileron operates on sealed control cables the Lower and upper pulley
between
bearings, installed in three hin~e brackets attaclled bracket assemblies at fuselage station 211.00. Ac-
to the aft wing spar. Lead weights. installed in the cess to the turnbarrels Is achieved by removing the
leading edge o[ the ailerons, I,rovide I,rol,cl´• conl,’c,i baggage compartment side upholstery panels. The
surface balance. The nileroll culltl´•ol wllccls al´•c´• forward end of the left and right aileron bellcrank is
interconnected through control chains alld sl,l´•uckrts interconnected bybalance cable.
a Adjustable push-
to the aileron cable drunl (see Fi~pure 7-3). T~le pull rods connect the aileron bellcranks to the atlerons.
cable drum, located below the floor structure I,tllwccll Three turnbarrels are installed in the alleron cable
the control columns, actuates the ailcroas tl,ruu~h system to adjust cable tension and facilitate cable
cables, bellcranks, and I,ush-pull I´•ods. Cul~trul installation. The aileron balance cable turnbarrel is
cables extend aft from the aileron cable dl´•unl I,assi,lC: located behind the left outboard flap closeout sl(in.
under the floor structure and through idler pulleys to Stops for the alleron control system are Located on
the lower pulley bracket assembly located on each left and right sides of cable drum upper structure.
side of the fuselage at station all. 00 and below the Adjustment of the alleron stops is accomplished by
baggage compartment floor. The cables are then loosening the stop bolt checl(nui and raising or lower-
routed upward through the upper pulley brackets and ing the stop bolts to the required position.
NOTE
CONTROL COLUMN ROTATED
180 DEGREES.
SPLINE
SPROCKET
WSPECTION
PLATE
BE LLCRAN K
MECHANICAL
STOP
PULLEY
t´•’
AILERON
CABLE ELEVATOR
PUSH-
DRUMI PUSH-PULL
PULL
r- ROD
ROD
PULLEY
BALANCE
TURNBARREL~ ~cCABLE
TURNBARRELS
Figure 7-3. Aileron Control Sy~tem
7-6D i
690
MAINTENANCE MANUAL Section VIl
Flight Controls
AILERON REMOVAL AND INSTALLATION. To re- AILEI~ON TRIM TAD SYSTEM. The aileron trim tab
move the aileron, proceed as follows: control system consists of a single tab installed on
the trailing edge of the left aileron. An electric actu-
a. Disconnect aileron push-pull rod at aileron. ator, located in the aileron just forward of the tab,
Do not change position of rod end on push-pull rod. operates the tab (see Figure 7-4). A two-position
b. Remove aileron hinge bolts. rocket actuated switch, located in the trinl tab control
c. Remove aileron from aircraft. panel, enables the pilot to control the trim tab I>ositiol~.
See Figure 7-9 for trim tab surface travel measure-
Installation of the aileron is the reverse of the re- ments.
movalprocedure. In the event push-pull lengthtube

has been altered, streamline trailing edge of opposite AILERON T RIM TAB REMOVA L AN D LNSTA LLATION.
aileron with trailing edge of wing and outboard flap To remove aiieron trim tab, proceed as follows (see
and secure with a temporary lock. AdjUst push-pull Figure 7-4):
rod length to align attaching bolt hole with hole in ai-
leron hinge fitting, when aileron is in neutral position, a. Position aileron trim tab to expose bolt attach-
ing trim tab to actuator arm.
b. Remove bolt connecting actuator arm to trim
3943’91 tab. Do not rotate actuator rod end.
c. Remove hinge pin from aileron trim tab hinge.
Aileron controls must be rigged as out-
d. Remove aileron trim tab.
lined in subsequent paragraph if aile-
ron control wheels are not aligned
Installation of the trim tab is the reverse of the re-
horizontally, when ailerons are neutral.
moval procedure. Adjust surface travel per measure-
ments in Figure 7-9.
AILERON CONTROL SYSTEM RIGGING. Center ai-
leron control cable on aileron cable drum(see Figure AILERON TRIM TAB RICGINC. The travel range of
7-3). Start aileron cable turnbarrels two complete th, trim tab is 17 (f 2. 5) degrees up and 17 (r 2. 5)
turns and attach cables to aileron bellcrank, located degrees down from the aileron trailing edge. When
In wing forward of aileron, prior to beginning adjust- rigging the trim tab, the upper surface of the aileron
ment procedure. and the upper surface of the tab should be used for
reference (see Figure 7-9). To rig the aileron trim
a, Secure aileron control wheels in a horizontal tab, proceed as follows:
position.
b. Adjust aileron push-pull rod to 14. 65 inches, a. Streamline trailing edge of aileron with trailing
measured from center hole of end fittings, and attach edge of wing and secure with a temporary lock.
to aileron bellcrank and aileron. b. Extend actuator arm electrically to its full
c. Adjust aileroncontrol cable turnbarrels and traveland adjust actuator rod end to align with aileron
balance cable turnbarrel until trailing edge of aileron tab attach fitting when tab is 17 2. 5) degrees up
is streamlined (neutral position) with trailing edge of from streamlined position.
wing and outboard flap. Adjust cable tension. c. Secure actuator arm to trim tab attach fitting
d. If ailerons are not synchronized in neutral posi- and operate the trim tar, actuator through full range
tion, adjust appropriate push-pull rod until affected of travel in both directions. Use protractor to check
aileron is streamlined with wing trailing edge. tab for correct travel and observe tab position indi-
e, Adjust aileron stops (Figure 7-3), to obtain cater for correct readings.
correct aileron travel, d. Measure aileron trim tab free play in accord-
f. Secure all turnbarrels with safety wire and in- ance with procedures outlined in this Section under
spect control chains and cable for unobstructed travel paragraph heading CONTROL SURFACE TRIM TAB
and pulley cable guard pins for correct installation. FREE PLAY.
Change 3
690
Flight Controls
ai~
AILERON TRIM
i I
AILERON
TRIM TAB
TRIM TAB
HINGE PIN
AILERON (REF)
WOIE
TRIM TAB INSTALLATION
ON LEFT AILERON ONLY
27 18
Figure 7-4. Aileron Trim Tab Control System

7-8
690
MAINTENANCE MANUAL Section MI
Controls
TURNBARREL
BALANCE
T URNBARRE LS CABLE
/Ir,
ACCESS DOOR
g
DISCONNECT HERE
’’D
TO REMOVE RUDDER
RUDDER
STOP
TUBERUDDER TORQUE
PEDAL
HORN
RUDDER PEDAL
TORQUE TUBE
TORQUE
ARM
Figure 7-5. Rudd´•r Control Sy~,´•m
AILERON TRIM TAB ACTUATOR. Anelectrically c. Raise trim tab to expose aft actuator arm at-
operated trim tab actuator, located in the aileron just tachment and remove attaching hardware.
forward of the tab, is operated by a 28-volt de motor, d´• Disconnect electrical connection from actuator.
The actuator, installed on the front spar of the aile- e. Remove actuator mounting hardware and with-
ron, incorporates radio noise filters, limit switches, draw actuator from aileron.
mechanical stops, and transmitter. All stops and
limit switches are preset at the factory and should To install an aileron trim tab actuator, reverse the
not be removal procedure and verify tab travel limits (see
adjusted.
Figure 7-9).
AILERON TRIM TAB ACTUATOR REMOVAL AND

INSTALLATION. To remove the aileron trim tab ac- ALLERON TRIM TAB POSITION TRANSMITTER. The
tuator, proceed as follows (see Figure 7-4). aileron trim tab transmitter is an integral part o[ the
aileron trim tab actuator (see Figure 7-4). As the
a. Support aileron and disconnect push-pull tube trim tab is activated the transmitter is rotated to vary
rod end from aileron control horn. the electrical resistance through the transmitter wind-
b. With aileron in vertical position, remove actu- ings. The resulting variation in current is registered
ator access cover. by the indicator in terms of trim tab travel. Calibra-
7-9
690
Flight Controls
RUDDER TRIM TAB
RUDDER
TRIM TAB
RUDDER
TRIM TAB
INDICATOR
TRANSMITTER
27 5
ACTUATOR
STOPS TURNBARRELS
ROLLER
CHAIN
a
~io
FORWARD
CABLE
BEVEL GEARS
CABLE DRUM
RUDDER
TRlM TAB
WHEEL 27~
Figure 7-6. Rudder Trim Tob Control System
tion of the transmitter is accomplished by the manu- nose wheel steering. The rudder pedal torque tubes
facturer. Field alteration of transmitter calibration (see Figure 7-5) consist of an inner and outer tube,
is not authorized. Replacement of the transmitter installed in pillow block bearings. The left rudder
requires replacement of the complete tab actuator pedals are attached to the outer tube body of the aft
assembly. If free play is evident the connection points torque tube, and the two right pedals are attached to
between the tab, actuator, and aileron should be the outer tube body of the forward torque tube. The
checked for excessive wear, and parts replaced as inner tubes of the forward and aft rudder torque tubes
are mechanically linked to the rudder-brake pedals
necessary. It is important that caution beinitiated to
prevent damage to the aircraft. Excessive free play and power brake valves (see Power Brake Valves,
can be dangerous, if free play exceeds 0.100-inch, Section HI). Rudder control cables are connected to
check the attachment points between actuator, trim the two inboard rudder pedal horns extending below
tab, and aileron for worn parts and replace parts as the forward and aft rudder pedal torque tubes. A
needed, cable attached to each pedal horn extends aft through
the fuselage to a rudder torque arm which is attached
directly to the base of the rudder (see Figure 7-5).
RUDDER CONTROL SYSTEM A balance cable interconnects the two rudder pedal
horns. This cable extends forward from the rudder
Dual rudder-brake control pedals, installed on the pedalhorns, up, and across the cabin side of the for-
forward and aft rudder pedal torque tubes enable the ward cabin bulkhead through a series of pulleys. Two
pilot or copilot to control the rudder, brakes, and cable turnbarrels, located aft of the baggage compart-
7-10 Revision 5
690
Flight Controls
ment, and one in the upper nose wheel well, are pro- is installed in the lower portion of the rudder trailing
vided for rigging the cable system and adjusting cable edge, and is operated by atrim tab control wheel in-
tension. stalled in the overhead control panel. Rotation of
this wheel actuates the trim tabthrough a mechanical
RUDDER REMOVAL AND INSTALLATION. To re- linkage consisting of a cable, chain, sprocket, flex-
move the rudder assembly, proceed as follows: ible shaft and jackshaft mechanism (see Figufe 7-6.
This trim tab control wheel operates a gear-dri~´•en
a. Install tail stand as outlined in Section II. cable drum on which the trim tab control cable is
b. Remove access covers from lower forward part wound. The control cable is routed overhead to the
of rudder and below stabilizer on both sides of aft aft fuselage and the cable ends are attached to a chain
fuselage (see Figure 2-8). which is meshed with a drive sprocket. A fledble
c. Disconnect rudder trim tab flexible shaft and shaft connected between the sprocket wheel and tab
wiring to rudder trim tab position indicator trans- actuator drives the shaft which nloves the trim tab.
mitter. Limit stops, consisting of small bolts installed through
d. Remove rudder-to-torque tube attach bolts, ac- links in the drive chain, restrict chain travel when
cessible through access opening in right side of rud- contact is made with the sprocket. Turnbarrers in-
der, stalled in the control cables in the aft fuselage are
utilized for rigging and adjusting cable tension.
RUDDER TRIM TAB REMOVAL AND INSTALLA-

TION. To remove the rudder trim tab, proceed as
CAUTION follows:
a. Position rudder trim tab to e~ose nut and Itolt

Do not stand on horizontal stabilizer attaching push-pull rod to rudder trim tab.
when removing rudder. b. Remove nut and bolt attaching push-pull rod to
rudder trim tab.

e, Turn rudder approximately 45 degrees to left c. Remove safety wire and withdraw hinge pins
or right and remove rudder hinge bolts. from rudder trim tab hinge.
f. Remove rudder. d. Remove rudder trim tab,
Rudder installation procedure is the reverse of the The trim tab installation procedure is the reverse of
removal procedure. the removal procedure.
RUDDER TRIM TAB CONTROL SYSTEM RIGGING.

RUDDER CONTROL SYSTEM RIGGING. To rig the Whenever it is necessary to replace or rig the rudder
rudder control system, proceed as follows: trim tab control cables (see Figure 7-6), proceed as
follows:
a. Install tail stand as outlined in Section II.
b. Clamp a piece of flat, non-fle~dble steel or a. Place swaged boss on rudder trinl cable in
angle iron across rudder pedal arms so that pedals cable drum detent and wrap cable around druln three
are aligned in same relative position. turns on each side of detent.
c. Tighten rudder control cable turnbarrels in aft b. Route control cable ends aft through cable pull-
fuselage until correct cable tension is obtained. eys and fairleads to station 252. OD and secure tem-
d. Tighten rudder balance cable turnbarrels until porarily topreventcable unwinding fromdrum. Con-
correct cable tension is obtained. trol cable ends should be equidistant from cable drum
e. Check rudder alignment with vertical stabilizer when cable is properly wound.
island and adjust rudder control cable turnbarrels in c. Rotate rudder trim tab drive sprocket in aft
aft fuselage untilrudder is streamlined with stabilizer fuselage until trim tab is streamlined with rudder.
island, d. Attach aft controlcables to ends of roller chain.
f. Remove clamp installed in step b. e. Position chainon trim tab drive sprocket so
g. Adjust rudder travel at rudder stops to obtain that cable ends equidistant from sprocket.
are
travel values shown in Figure 7-9. Rudder stops, f. Route aft control cables forward through cable
located in aft fuselage, limit travel of rudder torque pulleys and fairleads and attach to forward control
tube arm. Adjust stops by loosening rudder-stop cable turnbarrels.
checknuts and turn rudder-stop bolts, g. Tighten turnbarrels until correct cable tension
h. Tighten rudder-stop checknut and check rudder is obtained. Safety wire turnbarrels.
travel and cable tension. h, Rotate rudder trim tab control wheel and check
i. Secure turnbarrels with safety wire and inspect for freedom of movement. Rudder trim tab should
rudder cable system, travel an equal distance to either side of the stream-
j. Remove tail stand. linedposition. To adjust tab, change length of rudder
trim push-pull rod. After adjustment, check rod end
RUDDER TRIM TAB SYSTEM. The rudder trim tab threads for adequate engagement.
7-11
690
Flight Controls
SEE DETAIL B
TURNBARRELS
j-
SEE DETAIL A
27 3~
A B
ELEVATOR
FORWARD I ELEVATOR
TRANSFER I /´•1~ TORQUE
TUBE I TUBES
ELEVATOR I PUSH-PULL
STOPS ROD
CONTROL
COLUMN
PULLEY
AFT TRANSFER
‘TUBE ASSY
PUSH-PULL ROD
IDLER PULLEY
I
ELEVATOR
BUNGEE
SPRINGS
27 6 1 27 6
Figure 7-7. Elevator Control System
7*12
690
MAINTENANCE MANUAL Scctiun VLI
FliC~ht Contruls
DE~TAIt B
TURNBARRELS
rsEE
SEE DETAIL A
ELEVATOR
A
TRIM
TAD
sRacKeT
CABLE ;~e
DRUM
ROLLER
4 CHAIN
t
GEAR AND
PINION
)O
J~f B~i
ELEVATOR
TRIhl
TAR
ELEVATOR TRIM
TAB WHEEL
ELEVATOR TRIM TAD

INDICATOR TRANShlITTER
Figure 7-8. Elevator Trim Tab Control System
7-1:i
690
Section VIl MAINTENANCE MANUAL
Flight Controls
WOtt station 339. 00, permit control cable tension adjust-

ment. Additional
adjustment to change the up or down
Cable drum is improperly wound if travel or streamline the elevators is accomplished by
swaged boss rotates out of drum detent adjusting the length of transfer tube push-pull rods.
in either the NOSE LEFT or NOSE Adjustable mechanical stops, installed in chanllel
RIGHT position. When control wheel brackets located below the floor structure at the for-
is rotated to NOSE LEFT, trim tab ward transfer tube assembly, as provided to limit ele-
should hinge right. Trim tab should vator travel. Stops are adj usted by loosening the check-
hinge left when control is rotated to- nuts and rotating the stop in the desired direction.
ward NOSE RIGHT.
A bungee system consisting of four coil springs is
i. Rotate rudder trim tab control wheel to the employed in the elevator control systeln to aid in
NOSE RIGHT position until trim tab has moved left to control surface movement and provide the best feel
correct travel limit, on the controls while
flying at low speeds. The springs
j. stop bolt through right side of drive chain
Install are attached to thefuselage structure and to the aft
in link nearest trim tab drive sprocket. transfer tube assembly as shown in Figure 7-7. When
k. Repeat step i. for NOSE LEFT position, the aircraft is on the ground the bungee system forces
i. Install stop bolt through right side of drive chain the elevators toward the down position. For this rea-
in link nearest trim tab drive sprocket. son, it is necessary to secure the elevators in neutral
m. Recheck trim tab travel limits and secure all hard- position by use of external control clamps before
ware with cotter pins and safety wire, as applicable, elevator control system maintenance is performed.
n. Measure rudder trim tab free play in accordance
withprocedures outlined in this Section under para- ELEVATOR REMOVAL AND INSTALLATION. To
graph heading CONTROL SURFACE TRT~tl TAB FREE remove the elevators, proceed as follows: See Fihrure
PLAY. 7-6.
RUDDER TRIM TAB POSITION TRANSMITTER. The a. Remove nuts at inboard end of elevator torque
rudder trim tab position transmitter is installed in the tubes.
lower left side of the rudder. The transmitter con- b. Disconnect trim tab actuator flexible shaft and
tains a variable resistor which is mechanically linked elevator trim tab position indicator wire (see Figure
to the trim tab actuator assembly and electrically 7-8).
connected to the dual-scale rudder and elevator trim c. Disconnect aft push-pull rods at elevator torque
tab position indicator. For detailed description, see tube arms (see Figure 7-6). Do not change length of
SectioI1 X. elevator push-pull rods.
d. Remove elevator hinge bolts.
RUDDER TRIM TAB POSITION INDICATOR TRANS- e´• Remove elevators.
MITTER ADJUSTMENT. The procedure for adjustillg
the rudder trim tab position indicator transmitter is Elevator installation procedure is the reverse of the
outlined in Section X. removal procedure.
ELEVATOR CONTROL SYSTEM RIGGING. Attach all

ELEVATOR CONTROL SYSTEM elevator control cables to beilcranks, as shown in
Figure 7-7, and adjust each elevator aft push-pull
Each elevator operates on sealed bearings installed rod to a length of Ii. 75 inches. This nleasurement
in two hinge brackets attached to the aft horizontal is from centerline to centerline of rod eiid fittings. U)
stabilizer spar. The elevators are operated by fore Connect aft push-jtull rods between nft transfer tube Ch~
and aft movement of either control column. A torque assembly and elevator torsuc tube arnls. B
arm at: the inboard lower end of each control column
extends below the floor structure where it is connected a. Synchronize elevators b~´• ncljustment of elevator
to adjustable push-pull rod which extends aft to the
an torque tube I,ush-pull rods.
forward transfer tube (see Figure 7-7). The forward b. Adjust niechaiiic~l stops at lorwardtransfer
m
transfer tube is installed between the floor beams and tube anti elevntur control cablf turnbnrrcls to obtain
ol~eraies oa sealed bearings. The eievntor control correct tension and trnvcl. 9
cable which is attached to an arm on the transfer tube c. Attach I,ush-l,ull iods bet\vceli lurwaiti transfer
I
is routed forward and around all idler

pulley. It then Lube nntl coiit~ol coluniii arln. Witli flcvator socui‘ctl
passes afl tlirouKh a control cable bracke~
assembly, in strcaniline
pusilion,;lcljust Icril:th uI I,ush-l’ull lolls
located sft. of the baggr\ge conll,artment, and continues to give n 5-degl‘ece foruartl I,itch to control columns.
to the extreme nft section of the fuselage, whFre it is tl. Adjust clev,ltol sti,l,s jFi~ure 7-7) to ot,lain
rouletl around another itller l,ulleq and fvrwnrd to the correct travel.
Rrn~ of Ihe nft Lranslcr tubf. Pulleys aiitl fairlcatls e. Install clel´•alol´• buI1~ce sl,rin~s nntl sccurc:111
are used to route the Fle\´•;ttor cables Ltiiou~h tho alt c:onlrol cable turnlJarrels Mlitli sarc´•ty wire.
I’uselajic to the xft tl~ansfer tube. The aft trnnsfei’
tube is similnr to the forward transler tube nntl Iias ELEVATOR TIIM’rAU SYSrI~M. Cuntrollat,le I!im
acljustnble 1,11:;11-1"’11 lolls, estcntlin~ aTl to arlns at- 1:1lJs, loc:~tcd oil Ihe illl,ci:~rcl Ll’ailii~L: ctl~c´• ol
tachcd to each elevator to~qucl tube. l’~o turnbar~cls. vator, a~C ul,Cratclti t~S :lii c~li´•V:ltc,r Ll.ilil t:ll) C()lltrl,l
inslallctl in the clcvato~ contrul sYstem aft of lusela~e u’hc‘c’l in~lallrtl oii Llic´• It’lt sitiil iji 1111´• i,~´•c´•l´•iltnii Il.iill
7-14 Change 3
690
MAINTENANCE MANUAL Section M
FligN Controls
FLAPS-INB’D I FLAPS-OUTB’D
400 (f20) DOWN j 400 20) DOWN

12. 37" MIN- 13. 62" MAX I 1 10. 09" MIN- 11. 11" MAX
LIMITS MEASURED AT INBOARD POINTS LIMITS MEASURED AT INBOARD POINTS
AILERON I AILERON TRIM TABS
170 2. 50)
230 (+20) UP 150 (f2O) DOWN
1. 26" MIN-I. 59" MAX
4. 74" MIN- 5. 64" MAX 3. 40" MIN- 3. 82" MAX
LIMITS MEASURED AT INBOARD END FROM USE UPPER SURFACE OF AILERON AND
FLAPS IN FULL UP POSITION TAB TO ZERO PROTRACTOR
ELEVATOR
300 (+1 -00)UP

10. 16" MIN- 10. 49´•’ MAX
100 (+2 -00) DOWN

3. 42" MIN-4. 10" MAX
LIMITS MEASURED AT INBOARD POINTS WITH TAB STREAMLINED
ELEVATOR TRIM TABS 6. 50 (+1, -10) UP

f 0. 56" M~-O. 77" MAX
24"(+1, -10)DOWN
2. 34" MIN-2. 54" MAX
LIMITS MEASURED AT OUTBOARD END OF LEFT TAB ONLY. SYNCHRONIZE RIGHT TAB
AT STREAMLINE POSITION
RUDDER RUDDER TRIM TAB
200 (+2 -00)L &R 1 260 1+2 -00)L &R

I 2. 19" MIN-a. 35" MAX
12. 21" MIN-13. 40"MAX
II P i
I
WOll
I I I I
I
ALL MEASUREMENTS GIVEN ARE
I I
ON A STRAIGHT LINE FROM POINT
I/ i I/
I TO POINT.
II
LIMITS MEASURED AT BOTTOM I LIMITS MEASURED AT UPPER END

27 36
Figure 7-9. Measuring Points Control Surface Travel
7-15
690
Section VTI MAINTENANCE MANUAL
Flight Controls
TUIWBARRELS
SLAVE
SHEAVE
ACTUATING
CYLINDER
WING FLAP FLOW
CONTROL VALVE
MASTER
SHEAVE
HYDRAULIC LINES TO
LANDING GEAR AND WING
FLAP CONTROL VALVE
LANDING GEAR
AND WING FLAP
CONTROL VALVE
E7 37
Figure 7-10. Flap Control System
tab controlpanel. A portion of the control wheel ex- a. Position trim tab to expose bolt and nut attach-
tends through the trim tab control panel, and when ing push-pull rod to trim tab.
rotated, actuates the trim tab through a mechanical b. Remove nut and bolt attaching push-pull rod to
linkage consisting of cables, chains, sprockets, flex- trim tab.
ible shafts, and jackshaft mechanisms (see Figure c. Remove safety wire and withdraw hinge pin from
7-8). The trim tab control wheel turns a set of gears trim tab hinge.
which rotate the trim tab controldrum. Both ends of d. Remove trim tab.
the cable are routed overhead from the trim tab cable
drum to the aft fuselage and connected to an additional Elevator trim tab installation procedure is the re-
set of control cables that operate the left and right verse of the removal procedure.
trim tab actuators. The additionalcables are attached
to the main controlcable by a mechanicalsplice. Each ELEVATOR TRIM TAB CONTROL SYSTEM RIGGING.
set of control cables are then attached to a chain that replace or rig the elevator
When it is necessary to
is meshed with drive sprockets. A flexible shaft ex- trim tab cables, use the following procedure. See
tending from each drive sprocket, operates the re- Figure 7-8.
spective trim tab through a jackshaft installed in each
elevator. Trim tab travel is limited by a bolt, washer, a. Place swaged boss on forward control cable in
and nut installed in a specific chain link to restrict cable drum detent and wrap cable around drum; three
chain travel when contact is made with the sprocket. turns on the right side of detent, twoturns on left side.
Turnbarrels utilized for rigging and adjusting cable b. Route control cable ends aft through cable pull-
tension are installed in the control cables at fuselage eys and fairleads to station 252.00 and secure tem-
station 257. 00. G trim tab warning light (TRIM NOT porarily to prevent cable unwinding from drum. Con-
ZN T.O. POSN) is part of the annunciator panel and trol cable ends should be equidistant from cable drum
illuminates when the aircraft is not in the takeoff when cable is properly wound.
four degrees nose up to three degrees nose c. Rotate elevator trim tab drive sprockets in aft
range;
down. fuselage until elevator trim tabs streamlined.
are
d. Attach aft control cables to ends of roller chains.

ELEVATOR TRIM TAB REMOVAL AND LNSTALLA- e. Position roller chains on elevator trim tab
TION. To remove the elevator trim tabs, proceed as drive sprockets until cable ends are equidistant from
follows: sprockets.
7-16
690
MAINT~NANCE MANUAL Sectictn ~II
Fli~l11 Contr41~
meter brass wire aftward for a total of 6. 10 inches.

The aft end of the wire wrap should be O.jO-inch
forward of station 78, 00.
WOIE
This will provide a 0 to 7 degrees nose

up trim for takeoff position when the
wrapped wire contacts and remains on
switch at station 92. 25. The length of

wire wrap map be increased or de-
creased as necessary to accomplish
1,1 this conmtion.
o. Measure elevator trim tab free

play in accord-
ance procedures outlined in this Section under
with
paragraph heading CONTROL SURFACE TRIM TAB
FREE PLAY.
WITNESS ELEVATOR TRIM TAD POSITION TRANSMITTER.

HOLE An elevator trim tab position transmitter installed In
the leftelevator, contains a variable resistor which is

mechanically linked to the trinl actuatinh´• shalt a~ld
CAUTION electrically connected to a dual- scale rudder and cic-
vator trim tab indicator. For detailed description,
see Section X.
IF SAFETY WIRE WILL PASS THROUGH
BOTH WITNESS HOLES, ROD END IS ELEVATOR TRIM TAB POSITION INDICATOR
EXTENDED PAST LIMITS. TRANSMITTER ADJUSTMENT. The procedure for
17 31
1 adjusting elevator trim tab position indicator trans-
mitter is outlined in Section X.
Figure 7-11. Rod End Adiustment
f, Route aft control cables forward through cable WING FLAP CONTROL SYSTEM
pulleys and fairleads and attach to forward control
cable turnbarrels. See Figure 7-8. Two all-metal flaps are installed on each wing. The
g. Tighten control cable turnbarrels until correct inboard flaps ex~end from the fuselage to the engine
cable tension is obtained and secure the turnbarrels nacelle, and the ou~board flaps e?ttend from the out-
with safety wire. board side of each nacelle to the ailerons (see Figure
h. Rotate elevator trim tab control wheel (trim 7-10), The flaps are hinged from the aft wing spar and
tabs up) untilcorrect trim tab travel is obtained. are actuated by a hydraulic cylinder and master sheave,
See Figure 7-9. located in the aft fuselage. Refer to Section III for
i. Install stop bolt through upper chain in link information oil operation and maintenance of the win::
nearest trim tab drive sprocket. flap hydraulic systeln. The flap actuating cylinder
j. Rotate elevator trim tab control wheel(trim body is secured to the aircraft fuselage and the cvl-
tabs down) until correct trim travel is obtained. inder piston rod is connected to the master sheave. A
k. Install stop bolt t)lroueh lower chain in link push-pull rod connects the master sheave to a slave
nearest trim tab drive sprocket. sheave on the opposite side of the fuselage. Cables
extend outboard from the nlaster and slave sheaves to
additional sheaves whictl are attached to the indivi-

NOTL dual flap sections on each side of the aircraft hl´•’
push-pull tubes. Movelnent of the flap actuatin~ c!l-
Cable drum is improperly wound if inder piston rods operate all cable sheaves at tlic
swaged boss rotates out of detent in same time, causing thr flap sections to silnul-
either NOSE UP or NOSE DOWN posi- taneously. When the flal,s are up, the tol, suriacle ul
tion. When control wheel is rotated to each flap confornls with the contour of tile win~ tit
NOSE UP, trim tab should hinge down. provide a clean airfoil. The wing flap contrt,l cabIt´•s
Tab should
move up when control wheel must be rigged and adjusted to syncllroni~e all four
is moved toward NOSE DOWN. flal, sections throughout the elltire range of travel ill
both tlirections. However, allytlling other than IllillU1.
i. REcheck trim tab travel liinits 3nrl scc:ure all adjustment to flap rig~ng will seldoni be neccssnr~
hardware with cotter pins and safety wire as al,pli- if attention is ~ivfn to Preserving original n~rasurr-
cable. ment anti I,osiliollilil: uf rod c´•llcts and other tlnrduarc´•.
m, Rotate elevator trim tab control wheel until the Piston travel within the
flap nc´•tuatin~ c~lindr´•r l,l‘u-
trim tab indicator reads 24 dee;rees nose up. vidcs(;t 2) dcglecs (,i flap travel nlld is stol,l:t´•tl
40
n. Measure 6, 60 inches fol´•ward of station 78. 00 when the piston is bottomed at the end of its struke.
and tightlywrap left trim tab cable with.032 dia- An electrically operaletl ilal, indicarilr, lli-
Change 3 7-1;
699
Section VII MAINTEiNANCE MANUAL
Flight Controls
Ic;o, Ic;o
I´•lo~it ~-t-i i i i I tff--t-l I´•lo
120ti i 1/ t i I i i 1?0
ioo C~ 3 too
B t; dO
.~´•CI-4/i-C I Ci ii--
2U~ I:XLI lli 1111 1´•\1111 :;1
;2.UIIIS
20 10 60 HU 100 121) ~41) 0 ao ~o cio tto too i?o 1´•ID Iso

"P
rE\II’EIIATUnI~-"I
SURFACE CABLE TENSION-POUNDS SURFACE OR UNIT CABLE TENSION-POUNDS
RUDDER Refer to Graph FLAP RH

INBD, Refer to Graph
ELEVATOR Refer to Graph FLAPS OUTED Refer to Graph

AILERON Refer to Graph RUDDER TRIM TAB 15 +1, -1
FLAP LNBD, LH Refer to Graph ELEVATOR TRIM TAB 15 +1, -1
Figure 7-12. Cable Tensions Temperature Conversion Chart
stalled in the instrument panel indicates flap position. Installation procedure for a wing flap is the reverse
The indicator is actuated electrically by a position of the removal procedure.
transmitter, connected to the flap actuating master
sheave. WING FLAP CONTROL SYSTEM RIGGING. To rig
the wing flap control system, proceed as follows:
WING FLAP REMOVAL AND INSTALLATION. When
removing flaps from the aircraft, proceed as follows: a. Remove all flaps from aircraft, and remove
See Figure 7-10. wing contour skins.

b. Remove attaching hardware securing flap actuat-
a. With flaps in full down position, remove push- ing rod and transmitter arm to the master sheave.
pull rod access door on wing trailing edge closeout c. Relieve hydraulic pressure on hydraulic system
skin (see Figure 2-8). inaccordance with procedures in Section IIIof this
b. Disconnect push-pull rod from flap sheave. Manual
c, Remove flap attaching hinge bolts. d. Disconnect and cap hydraulic lines from actuator.
d. Carefully lift flap clear of aircraft. e. Remove nut and bolt attaching the flap actuating
cylinder arm to the master sheave. Remove trans-
mitter linkage from the master sheave. Installbolt
NO’1I: into actuating cylinder arm and master sheave, but
leave nut off.
To eliminate the necessity for setting f. Connect a small simple hydraulic hand pump to
flap travel after installation, do not the actuator. The pump should have the capability to
rotate flap push-pull rod end fittings. hold 1000 psi, and have a selector valve.
7-18
MAINTENANCE MANUAL
Aerospace
INTERIM CHANGE NOTICE: Model 690 15 Janualr; 198’1
WOtl

change notice, same subject, datedAugust 11, 1986.


ted that reference to the interim change be made
a
adjacent appropriate part of the manual as a

to the
SUBJECT: LUBRICATION AND TOR&UE VALUES, DRAG BRACE PRELOAI)

CHART, ENGINE MOUNTS
CONTROL SYSTEM RIGCZNG AND MAZNTENANCE SCHEDULE.
Change step p. on page 7-19 to read:
p. Adjust cable turnbarrels for the outboard flap pulleys until centerline of flap actuating arm is
0. 85 (+0.08, -0.00) inches from aB lace of wing spar web. Apply 55 (+,5) pounds of cable tension
to the cables. Tighten cables as required to obtain the tolerance.
i
690
-:I-
"e Si~M MAINTENANCE MANUAL Section VII

Flight Costrols
IIAGE
g. Measure distance between center lines of mas- p. Adjust cable turnbarrels for the outboard flap
ter sheave and slave sheave and record measure- pulleys until center line of flap actuatillg arm is 85
ments. (+.03, -.00) inches from aft face wing spar web.
Apply 55 5) pounds of cable tension to the cables.
WOTE Tighten cables as required to obtain the tolerance.
q. Recheckdimensions and cable tensions as shown
The above measurement is to be taken in Figures 7-9 and 7-12, and safety wire all turn-
at the center lines of the mounting bolt barrels.
spacers, just under the bottom of each r. Adjust inboard flaps push-pull rods to a length
sheave’s internal bearing race, using of 7. 65 .02) inches, measuring from center lines
other suitable meas- of rod end fittings.
trammelpoints or
uring equipment,
s, Adjust outboard flaps push-pull rods to a
of 6. 65 .02) inches, measuring froin center lines
Of rod end fittings.
h, Adjust rod ends of symmetry push rod assembly
to the measurements established in step g, Adjust-
WOli
ments will be made between the center lines of the
rod ends. The adjustments will be as close as poss- and
The dimensions in steps r, s,
ible within one-half (1/2) turn of the rod end. Tighten should position flaps approximately
jamb nuts and install assembly to sheave.
0, 50-inch below fairing with actuator
in the full up position.
CAUTION
t, Firmly secure all cables and push-pull rods.
u. install and wing contour skins.
flaps
On all rod end adjustments, if safety v. Level aircraft laterally to within 00 30´• using a
wire passes through bolt witness holes vernier angle gage (Model B Vernier angle gage.
in rod assembly, rod end is extended Engis Equipment Co. Install all flaps on aircraft
past limits and should be screwed fur- and locate vernier angle gage position on flaps as
ther into assembly (see Figure 7-11). follows:
i. On the inboard flaps, measure 17. 25-inch
i. Adjust the actuating cylinder rod end, until sym- along trailing edge from inboard edge towards
metry push rod assembly travels an equal distance outboard edge. Place a strip of 2-irtfh widf
outboard of the master sheave as it does of the slave tape on top of flap 900 from the trailillbt edge.
sheave. Locate vernier angle gage and mark position on
j. Operate the hydraulic hand pumpandapply 1000 tape. Leave tape in position until rigging is
psi to the actuator. complete.

k. With the actuator fully extended, measure and 2. Repeat the same procedure for the out-
record the distance outboard from the center line of flaps, using a 26100 inch measurenlertt.
board
the attaching bolt of the symmetry rod assembly to w. Actuate flaps to the dowIlposition and apply 1000
the outboard edge of the master sheave support brac- psi, Adjust inboard flaps, using flal, push-pull rods
ket. until their down readings are as close to equal as one
i. Retract the actuator arm to its maximum. half turn of their rod ends with an allowable n~asimunl
m, Measure distance outboard from the center line difference of 00 10’,

of theattaching bolt of the symmetry rod assembly to x- Repeat the procedure for the outboard
sanle
the outboard edge of the slave sheave support bracket. flaps and record alldegrees of measurement.
Distance should be the same as master sheave, if not, Y´• Actuate flaps to the up position and apply 1000
actuator rod end until the psi. Measure distance from inboard flaps to their
adjust hydraulic measure-
ments are equal. Master and slave sheaves are now respective fairings, Reform fairings ulltil these di-
centered between full up and full down, mensions are the same.
n. Retract hydraulic actuator to its maximum and z. Repeat the same procedure for the outboard
lock with 1000 psi, flaps andfairings.
o. Adjust cable turnbarrels nearest left and right aa. Adjust flaps fairings, with flap actuating rods.
to
inboard flap sheaves until centerline of flap actuating The inboard flaps should be raised equal turns on rod
arm is i. 10 03, 00) inches from aft face of wing ends and then the outboard flaps raised equally
spar web. Apply 60 (-f 5) pounds of cable tension to ab, Cycle flaps through three connplete cycles and
the left cable and 75 (+5, -0) pounds of cabletension lock the flaps in the down positioll with 1000 psi.
to the right cable. Tighten cables as required to ob- ac, Record all down readings, then actuate flaps up
tain the tolerances. and record readings, Degree of travel should agree
with dimensions shown in Figure 7-9.
ad. With 1000 psi applied, difference between like
WOTE flaps (either outboard or inboard is 00 45’).
ae. Install transmitter linkage and hardware to the
Control cable turnbarrel terminals master sheave and adjust to fullup and full as
must not ride sheave cable grooves outlined in Section X.

when flap is moved from full up to full af. Remove hydraulic pump, attach aircraft hydrau-
down position. lic system to the actuator and pressurize hydraulic
7-19
690
Section Yn MAINTENANCE MANUAL
Flight Controls
system in accordance with procedures in Section III compartment, The transmitter contains a variable
of this Manual. resistor which is mechanically linked to the wing flap
ag. Safety wire all turnbarrels. and electrically connected to the flap position indicator
installed in the pilots instrument panel. For detailed
description, see Section X.
WING FLAP POSITION TRANSMITTER WING FLAP POSITION INDICATOR TRANSMITTER

ADJUSTMENT. Procedure for adjusting the wing
The wing flap position transmitter is installed on the flap position indicator transmitter is outlined in Sec-
left side of the fuselage immediately aft of the baggage tion X.
7-20
SECTION
IN STRUIVIE NTS
690
MAINTENP.NCE MANUAL Sct´•!i´•nn VI11
Insll~unlrllts
SECTION V111
INSTRUMENTS
TABLE Of CONTENTS
Page
GENERAL DESCRIPTION 8- 1
INSTRUMENT VACUUM SYSTEM 8- Z
Vacuum ReliCf Valve 8- 3
Vacuum Control Valve 8- 3
Vacuum Gage 8- 3
Vacuum Air Filter. 8, 3
FLIGHT INSTRUMENTS 8- 5
Pitot-Static System. 8- 5
Alternate Static Pressure Source 8- 5
AirspeedIndicator 8- 5
Altimeter 8- 6
Cabin Altitude and Differential
Pressure Indicator 8- 0
Rate-of-Climb Indicator 8- 7
Cabin Rate-of-Climb Indicator 8- 7
Directional Gyro Indicator 8- 7
Attitude Gyro Indicator 3- 7
Turn-and-I~ank Indicator 8- 7
Clock ..............8-7
Magnetic Compass 8- 7
Flap Position Indicator 8- 7
Rudder and Elevator Trim Tab
Position Indicator 8- 7
Aileron Trim Tab Position Indicator A-10
POWER PLANTINSTnUMENTS. Ii-10
Engine Cage Units :1-10
Tnchonictcr Indicators and Cencrnturn 8-10
I~lorscl,owcr Indicators A-10
Inter Turl,ine Tcnil,ernture Syslrl~ll ~j-L1
Fuel Flow Rate indicators,,,.,,, R-ll
Fuel Consunled Totalizer R-ll
MISCELLANEOUS INSTRUhlENTS R-ll
IIytlrnulic Pressure Cage 8-11
Regulated Illccd Air Pressure Cage 8-11
Fuel Quniility indicator Center \Vin~
and Lower Fuselage FuclCells 8-11
Voltniiiiiieters 8-11
Outside Air Tfulpernture Illdicnlor
An~t,ient Air U-12
INST nUXTENT I’i\NE L R- 12
Renlovnll and Iiistnllnlion 8-12
INSTnUhlENTS 8-L2
Rcmovnl and Iiistnllalion 8-12
STALL WARSINC SYSTE~I 8-12
GENERAL DESCRIPTION tab controlpanel. The circuits are supplied with 28-
volt de power through the lights circuit breaker.
The following instruments are installed in the left in-
The instrument panelis conlprised of three 2024-T3 strument panel. A conventional d-day clock, air-
sections finished in flat lusterless black enamel to speed indicator, attitude gyro, altimeter, lurn-and-
reduce daytime glare and increase nighttime visibility bank indicator, directional gyro, rate-of-climb indi-
of the instruments. Plastic false panels are attached cater, cabin rate-of-clinlb indicator, cabin altitude
over the three sections to provide a finished panel. and differential pressure gage, and the pressurization
The three sections are fastened together, hinged, and control panel, The center instrument panel includes
shock-mounted as one panel. The panel is held in the engine horsepower indicators, inter turbine tenl-
place by three shqckmounts along the bottom and two perature indicators, tachometer indicators, fuel flow
shockmounted screw attach points at the top. The rate inrlicators, flap position indicator, trim tab I,c~si-
false panels may be removed for inspection and tion indicator, engine gage units, hydraulic pressure
T‘i maintenance of components on the forward side of the gage, fuel consumed totalizer unit, and radar rcol,c.
panel. All instruments are visible from either the The fuel quantity indicator, vacuum gage. nndthe
pilot or copilot seats and are individually illuminated regulated bleed air pressure indicator are installed
by edge lights in the false panels. Red overhead flood- in the right instrument panel. Tllr magnetic colnpaas
lights augment the instrument lights. The instrulnent is installed at eye level on the windshield centerpost
lights and floodlights are each controlled and protected and the voltamnleters are in the overhead
by a rheostat and a circuit breaker switch on the trini switch panel. The directional gyro, attitude ~vro.
R-l
690
Section VIII MAINTENANCE MANUAL
Instruments
11 10
1. FILTER INSTALLATION VACUUM 7. VACUUM TRAIN

2. STATIC DRAIN PRIMARY 8. NORMAL STATIC SOURCE
3. MAGNETIC COMPASS (TYP BOTH SIDES)
4. HEATED ALTERNATE 9. STATIC DRAIN ALTERNATE
STATIC SOURCE 10. PITOT HEAD
5.. OUTSIDE AIR TEMPERATURE 11. STALL WARNING HORN
6. STALL WARNING SWITCH
Figure 8-1. Fquipment Inctol/o)ion Inrtrumentr
and turn-and-bank indicators are operated by air- the center instrument panel. The system is automa-
driven gyroscopes. The altirneter, rate-of-climb, tically compensated for variations in ambient tem-
and airspeed indicators operate from the pitot-static perature and airspeed, which effect changes in turbo-
system. The flap position, trim tab position, tacho- prop engine inter turbine temperature (see Figure
meter, fuel quantity, and voltammeter indicators 8-4).
operate by reflecting a change in current flow due to
increased output or variations in resistance. Fuel
and hydraulic pressure gages operate by direct pres-
sure from a specific measuring point in their respec- INSTRUMENT VACUUM SYSTEM
~ive systems.’The cabin altitude and differential
pressure gage indicates flight atmospheric pressure,
cabin pressure, and differential pressure. The The instrument vacuum system provides a filtered
power indicators are electrically connected to a vacuum (suction) source operation of the air ope-
for
transducer in the torque oil system of each engine rated instruments, when either aircraft engine is
and indicate engine horsepower in reference to 100 operating. Vacuum is obtained from the venturl of an
percent engine´• rpm. A digital reading inter turbine air ejector. The bleed air passes through the venturi
temperature Lndicator for each engine is installed in of the air ejector where it is accelerated to a high
8-2
690
MAINTENANCE MANUAL Section VIII
Instruments
velocity and creates a negative pressure area at the 86 percent rpm. Vacuum gage should indicate a fead-
suction port of the ejector to provide suction for the ing of 4 to 5 inches Hg.
gyro instruments, cabin pressurization control sys- f. Check and adjust turn-and-bank indicator vac-
tem, and pneumatic deicer boots. Engine bleed air uum controlvalve as outlined in Vacuum Control Valve
passing through the air ejector is exhausted over- paragraph, this section.
board through a port in the aircraft fuselage. Vacuum
to the instruments is controlled by a vacuum relief
valve which maintains vacuum within the operating VACUUM CONTROL VALVE
limits of the instrument system. Air is drawn into
the instrument vacuum manifold through a central An adjustable, needle-type vacuum control valve is
air filter installed in the nose section, forward of installed in the end of the instrument vacuum mani-
fuselage station 5. 50. To obtain the proper rate of fold. The control valve provides one port for the vac-
air flow into the instrument vacuum system the vacuum uum gage and one restricted port for the turn-and-
relief valve must be correctly adjusted. A vacuum bank indicators. Prior to adjusting the vacuum con-
controlvalve, installed at the end of the instrument trol valve to 2. 1 inches Hg, the instrument air filter
manifold, reduces the suction applied tothe turn-and- must be inspected and replaced if dirty, Adjust the
bank indicators (see Figure 8-2). vacuum control valve as follows:
a. Detach turn-and-bank vacuum line from indi-
cator and install amaster gage in vacuum line.
VACUUM RELIEF VALVE b. Adjust vacuum relief valve, installed in the
equipment assembly aft of fuselage station 209. 00, to
The vacuum a regulator
relief valve is installed with 4´• 6 to 5. 0 inches Hg, as outlined in Vacuum Relief
and air ejector equipment assembly, aft of fuse-
in an Valve Cleaning and Adjustment paragraph in this
lage station 209. 00. The relief valve, which acts as section.
an additionaladjustable air inlet, is adjusted to obtain c. With engine operating at 86 percent rpm, loosen
a system vacuum of 4. 0 to 5. Oinches Hg with both vacuum control adjusting screw locknut and turn ad-
engines operating at 86 percent rpm. justing screw knob clockwise to decrease, of counter-
clockwise to increase vacuum as required to obtain a
VACUUM RELIEF VALVE CLEANING AND ADJUST- 2´• 0 inch Hg reading on master vacuum gage.
MENT. The relief valve filter screen must be kept d´• Tighten locknut, taking care not to change vac-
clean and the valve adjusted to maintain a vacuum gage uum control valve setting, remove master vacuum
reading of 4. 0 to 5. 0 inches Hg. If excessive vacuum gage, and reinstall turn-and-bank indicator line re-
is indicated, remove and clean the valve screen with moved in step a.
a non-petroleum base solvent and dry with compressed
air. Check and replace the instrument air filter as )1011

necessary. If the vacuum relief valve still requires
relief valve Adjustment of the vacuum control valve
adjustment after cleaning the vacuum
and the instrument air filter, will not affect the vacuum system gage
screen replacing pro-
ceed as follows: reading.
a. Start and operate either engine at 86 percent

rpm.
b. Push tab of lockwasher away from adjusting VACUUM GAGE
screw locknut and loosen locknut on vacuum relief
valve. The vacuum gage is installed in the right instrument
panel and registers the difference between barometric
WOTE air pressure and the instrument manifold vacuum in

inchesof mercury. Red radial lines on the face of the
To increase vacuum, turn adjusting dial at 3. 80 and 5. 00 inches Hg indicate the minimum
clockwise as viewed from the and maximum operating vacuum. The green are be-
screw
forward side of the relief valve. One tween the red radial lines indicates the normal ope-
complete turn of the adjusting screw rating range of the instrument vacuum system.
will change the vacuum approximately
0. 1 inch Hg. If available, a master
vacuum gage should be placed in the VACUUM AIR FILTER
line between the vacuum manifold and
the aircraft vacuum gage to check the All of the operated instruments draw air
vacuum
aircraft vacuum gage while adjusting through large air filter installed on the forward
one
side of the pressurized area, thus providing instru-

system.
ment operation entirely isolated from the fluctuations
Turn adjusting screw as required to obtain a of cabin pressure. All vacuum operated instruments
c.
reading of 4. 8 inches Hg on the vacuum gage. are sealed and pressure checked. These instruments
d. Tighten locknut, taking care not to change relief are dependent only upon ambient air and pressures,
valve setting, and push a tab of lockwasher up against and operate with no regard to the pressures inside the
locknut. cabin area. Should any vacuum instrument give er-
e. Start second engine and operate both engines at ratic or incorrect readings, the piping should be
8-3
690
Instruments
VACUUM AIR
FILTER
VACUUM
MANIFOLD
ATTITUDE CYRO
TURN BANK
INDICATOR
GAGE
DIRE CTIONA L
GYRO
VAC UUM
CONTROL
VALVE
LEFT RIGHT
ENGINE ~tl INSTRUMENT ENGINE
VACUUM
MANIFOLD
PRESSURE
REGULATOR
AND RE LIEF
VALVE
TO REGULATED
PRESSUREGAGE VACUUM
O RELIEF
VALVE
EXHAUST
EJECTOR
PUMP
TO ~1 I IDEICER
(DISTRIBUTION
PILOT VALVE
CHECK VALVE
BLEED AIR PRESSURE C~
VACUUM I
TO JET
PUMPS 28 19
Figure 8-2. Vacuum System Schematic

8-4
690
Instruments
checked forloose B-nuts and other possible leak Clear lines from instrument end to reduce possibility
paths might enable pressurized cabin air to enter
that of foreign matter entering instruments. Alter drain-
the instrument vacuum system. The instrument air ing and removing other restrictions, the altimeter and
filter installed on the lower right side of the nose the rate-of-climb indicator checkout may be continued
section forward of station 5. 50, must be cleaned in a (if required) as outlined in Figure 8-6 if the air-
non-petroleum solvent prior to removing the filter speed indicator continues to malfunction, the pitot
element. The filter element may be cleaned with low system may be pressure checked as follows:
pressure compressed air. Do not use high pressure a. Slip ends of a six-foot length of surgical rubber
air. Replace filter cover and safety retaining bolt hose over both pitot heads. Make certain hose is tight
(see Figures 8-1 and 8-5). on pitot head.
b. While observing the airspeed indicator through

the pilots access window, slowly double and grip the
hose until the indicator registers 150 mph(130 knots).
FLIGHT INSTRUMENTS c. Clamp hose and hold for one minute.
d. if airspeed decieases more than 10 mph (8 to 9
knots), tighten line fittings, check indicator for Leak-
Standard flight instruments are installed in the left age, and replace defective parts. Repeat steps a.
section of the instrument panel except the magnetic through d. until system pressure checks satisfactorily.
compass, which is installed on the windshield center-
post, and the flap position indicator, which is installed
on the upper center of the center instrument panel.
ALTERNATE STATIC PRESSURE SOURCE
Optional instrumentation is available for installation
in the right instrument panel. The instruments indi-
cate the degree of aircraft turn-and-bank, airspeed,
Static (atmospherej pressure is utilized for operation
of the airspeed indicators, altimeter, rate-of-climb
direction, attitude, rate-of-climb, and altitude. The
indicator, cabin altitude and differential pressure indi-
flight instruments are operated either by barometric
cator, and engine gage units. Static pressure is nor-
pressure or barometric-impact air pressure differ-
mally supplied to the instruments through pressure
ential; or by variations in the resistance of electric
lines connected to pressure ports, located on each
current to the instrument.
side of the fuselage, at station 354. 00. To eliminate
the possibility of losing static pressure during icing
PITOT-STATIC SYSTEM conditions, an alternate static pressure system is
installed in the existing static pressure line. Static
The pitot-static system furnishes pitot(impact) pres- pressure port for the alternate static pressure sys-
sure to the airspeed indicator and static (atmospheric) tem is installed on the right side of the aircraft at
station 82. 50.
pressure to the airspeed indicator, altimeter, rate-
of-climb indicator, cabin altitude and differential
A selector valve is installed in the instrument panel
pressure indicator, and the left and right engine gage
units. Two electrically heatedpitot tubes, one on each and connected to the e~isting (primary) static pres-
side of the forward fuselage, provide the source for sure line and in the alternate pressure line. Under
normal conditions the selector valve should remain
pitot pressure. The pitot pressure lines from the pitot
tubes are joined with a tee on the left side of the fuse- in the primary position. In the event of erratic in-
strument operation caused by loss of static pressure,
lage, aft of the forward pressure bulkhead. A single
linee~rtending from the tee is connected to the air- alternate static pressure is available to operate the
Two static ports, one on each side affected instruments when the selector valve is in the
speed indicator.
of the at station 354. static pres-
00, provide alternate position.
fuselage
sure to the static lines. two static ports are
The
joined with a tee at the center of the upper fuselage

AIRSPEED INDICATOR
and extend forward to the static pressure-operated
instruments. Switches located on the overhead switch
panels complete electrical circuits to apply 28-volt The airspeed indicator registers aircraft airspeed in
de power to the pitot head heating elements. miles-per-hour, knots-per-hour, or both. It is opef-
ated by the pressure differential between the impact
PITOT-SI~ATIC
pitot-static system
SYSTEM MAINTENANCE.
instruments are highly
Since the
sensitive
air pressure in the pitot tubes and barontetric pres-
sure sensed through the static ports. One pitot tube
head is installed each side of the section and
to pressure variations, system maintenance is ex- on nose
tremely important. Drain pitot-static system by re- one static vent on fuselage to pre-
each side of the aft
moving the plug located in the line immediately above vent buildup of crosswind pressures. The pitot tubes
the floor, to the right of the copilot rudder pedals. are electrically heated to prevent icing. A red line at
Reinstall the static line drain plug. If after draining, 86 lo~ots indicates the minimum single engine control
speed. A white are from 76-129 Knots indicates the
any of the pitot-static instruments are still inopera-
clear´•the pitot and static vent lines wing flap operating range. And a blue line at 115
tive erratic,
or
of anyremaining restrictions with low pressure

dry, knots indicates the best rate-of-climb. A green line
compressed air. Disconnect static line from instru- from 80-243 knots indicates the normal operating
ments and pitot line from airspeed indicator. Cap range. Another red line at 243 knots indicates the
instrument inlets before attempting to clear lines. maximum airspeed of 281 mph (243 knots).
8-5
690
Instruments
000 oaoOO
OO17;T1O "9Is 19
O Ooo
aoo O´• 23
1. AIRSPEEDINDICATOR 14. HYDRAULIC PRESSURE INDICATOR

2. ATTITUDEGYRO 15. ENGINE TACHOMETER
3. AILTIMETER 16. TRIM TAB POSITION INDICATOR
4. TURN BANKINDICATOR 17. FUEL FLOWLNDICATOR
5. DIRECTIONAL GYRO 18. FUEL TOTALIZER INDICATOR
6. RATE-OF-CLIMB INDICATOR 19. RADARSCOPE
7. CLOCK 20. FUEL QUANTITYINDICATOR
8. CABIN RATE-OF-CLIMB INDICATOR 21. VACUUMGAGE
9. CABIN ALTITUDE AND DIFFERENTIAL 22. REGULATED BLEED AIR PRESSURE GAGE
PRESSURE INDICATOR 23. CIRCUIT BREAKER PANEL
10. ENGINE HORSEPOWER INDICATOR 24. WING FLAP CONTROL
11. WING FLAP POSITION INDICATOR 25. LANDING GEAR CONTROL
12. ENGINEGAGE 26. PRESSURIZATION AND AIR CONDITIONING
13. INTER TURBINE TEMPERATURE INDICATOR CONTROLS
27. NTS TEST LIGHTS
28 20
Figure 8-3. Inrtrument Panel
ALTIMETER nOlE
The altimeter is an absolute pressure instrument that Special attention should be given to the
converts atmospheric pressure to altitude in terms of altimeter to assure that the inverted
feet above sea level. The atmospheric pressure is (10,000-foot) pointer is reading cor-
sensed through two static ports, one located on each rectly.

side of the aft fuselage at station 354. 00. As atmos-
pheric pressure varies with altitude the change in
CABIN ALTITUDE AND DIFFERENTIAL PRESSURE
pressure is expressed on the instrument dial in feet
above sea level. The altimeter has a fixed dial and \ND\CATOR
is equipped concentrically arranged point-
with three
ers with a range of 35, 000 feet. The long pointer The cabin altitude and differential pressure indicator,
registers in 100-foot increments, the short pointer which is installed in the left instrument panel, indi-
registers in 1,000-foot increments while the inverted cates the cabin altitude and the differential pressure
pointer registers in 10, 000-foot increments. A mov- (i. e. difference in pressure between flight atmospheric
The indicator has a
able barometric scale, visible through a small window pressure and cabin pressure).
in the main dial, indicates the barometric pressure in fixed dial and is equipped with two concentrically ar-
inches of Hg. An adjusting knob provides a means of ranged pointers with a cabin range of 50, 000 feet and
a differential pressure range of 10 psi. The long
adjusting the three pointers and barometric scale si-
multaneously to correct for changes in atmospheric pointer registers in 1,000-foot increments, while the
pressure, short pointer registers in one-pound (psi) increments.
8-6
69Q
MAINTENANCE MANUAL Section VIll
Instruments
r A green are from O to 4. 0 psi indicates normal diffe- TURN-AND-BANK INDICATOR

rential pressure. A yellow are from 4. 0 to 4. 2 psi
indicates the caution range. A red line at 4. 2 psi in- The turn-and-bank indicator is an air-driven gyro,
dicates the maldmum allowable differential pressure. operated by the instrument vacuum system. A vacuum
The indicator senses atmospheric pressure through controlvalve, installed in the end of the instrument
the static ports and cabin pressure through a port on vacuum manifold, regulates the vacuum at 2. 0 inches
the back of the indicator, which is open to cabin pres- Hg. The air-driven gyro is connected to the white
sure (see Figure 8-4). turn pointer on the face of the indicator. When the
pointer, which deflects proportionally to the rate of
turn, is off center it indicates that the aircraft is turn-
RATE-OF-CLIMB INDICATOR ing in the direction (left or right) shown by the pointer.
The rate-of-climb indicator, installed in the left in-

strument panel, converts the change in barometric CLOCK
pressure from the static vent lines to a rate of air-
craft ascent or descent in feet-per-minute. The indi- The clock, installed in the left instrument panel, is a
cater has a single needle and two adjoining scales, conventional spring-powered, 24-hour, 8-day clock,
ranging from zero to 6, 000 feet-per-minute toindi- with a sweep second hand. A pair of red-tipped dummy
cate rate of climb or descent from a common zero hands may be set to indicate takeoff time and esti-
point. The first 1, 000 feet on both scales is divided mated time of arrival. The adjustment and winding
into 100-foot increments. A recessed slotted screw knob is in the left lower corner of the instrument,
in the lower left corner is used to zero theindicator while the STOP and GO control knob is located in the
when the aircraft is on the ground, upper right corner of the instrument. One complete
winding is sufficient to run the clock for eight days.
CABIN RATE-OF-CLIMB INDICATOR

MAGNETIC COMPASS
The cabin rate-of-climb indicator is installed in the
left instrument panel. The instrument is vented to the The magnetic compass is installed on the windshield
pressurized cabin area and indicates the rate of change centerpost at eye level and is individually lighted. It
in cabin pressure in feet-per-minute. The indicator is a semi-floating cylinder graduated in 6-degree in-
has a single needle and two adjoining scales ranging crements and encased in a liquid-filled glass and
from zero to 6, 000 feet-per-minute, to indicate the metal case. Two compensating adjustment screws
rate of change in cabinpressure from a common zero are located under the compass correction card. The
point. A recessed screw in the lower left corner of leftscrew corrects North-South deviation; the right
the instrument is used to zero the indicator when the screw corrects East-West deviation. The compass
aircraft is on the ground. should be swung and compensated when equipment in-
stallations are made that cause compass deviation, or
an inflight check reveals excessive compass deviation.
DIRECTIONAL GYRO INDICATOR
The directional gyro indicator, which indicates the FLAP POSITION INDICATOR
magnitude of a turn of the aircraft in degrees, is op-
erated from the instrument vacuum system. The air- The wing flap position indicator is installed in the
driven gyro rotor rotates with its spin axis horizontal. upper center of the center instrument panel. The
Due to gyroscopic inertia, the spin axis of the gyro indicator is marked UP, 1/2, and DOWN. The inter-
remains constant even though the aircraft’s direction mediate positions indicate the portion of the full 40
is changed. The relative motion between gyro and the 2)degrees that the flaps have traveled. The trans-
instrument caseis shown onthe face of the instrument mitter is attached by adjustable linkage to the master
dialsimilar to acompass. A knob extending from flap sheave, and the sheave moves, the shaftarm
as
by a
the instrument is used for caging and setting of direc- in the transmitter is rotated to vary transmitter re-
tional headings. sistance. The changes are registered by
in current
the indicator in terms of flap travel. The indicator
can be zeroed by placing the flaps in either the full up
or full down position, loosening the linkage clamp

ATTITUDE GYRO INDICATOR from thetransmitter shaft, and rotating the shaft until
the indicated position corresponds with the actual posi-
The attitude gyro indicator provides a visual reference tion of the flaps. The indicator circuit is supplied
of the aircraft attitude relative to the pitch and roll with 28-volt de power by the 5-amp push-to-reset
axis of the indicator gyro. The indicator, which is circuit breaker in the circuit breaker panel.
air-driven and operated by the vacuum system, is in-
stalled in the left instrument panel. A correct setting
of the vacuum instrument system and periodical clean- RUDDER AND ELEVATOR TRIM TAB POSITION IND.
ing of the instrument air filter is necessary for accu-
of this instrument. The rudder and elevator trim tab indicators are
rate operation
8-7
690
Instruments
SHAFT HORSEPOWER
717. 5 HP Red Line MAMMUM
11 to
ENGINE TACHOMETER
96 -1000/o RPM Green Are NORMAL

1010/o RPM Red Line MAXIMUM
INTERSTAGE TURBINE TEMPERATURE

92 30C Red TAKEOFF
9230C Yellow MAX CONT PWR
8850C White MAX NORMAL
990’99
This indicator effective aircraft serial numbers
11001 through 11040.
2110
INTERSTAGE TURBINE TEMPERATURE
92 30C Red TAKEOFF

11490C White or START LIM~
Orange
WO~ll
This indicator effective aircraft serial numbers

11041 and subsequent (optional 11001 through 11040).
II Il
VACUUM
3. 8 IN. Hg Red Line MINIMUM

3. 8 5. 0 IN. Hg Green Are NORMAL
5. 0 IN. Hg Red Line MAXIMUM
It
Figuro 8-4. Marking~ (Sh´•´•t 1 of 2)

8-8
690
MAINTENANCE MANUAL Section VIlI
Instruments
AIRSPEED
86 Knots Red Line MIN S. E. CONT.

77 136 Knots White Are FLAP OPER
115 Knots Blue Line BEST S. E. ROC
82 243 Knots Green Are NORMAL OPER
243 Knots Red Line MAX OPER
28
ENGINE GAGE UNIT
OrL TEMPERATURE
-400C Red Line MINIMUM
-40 +550C Yellow Are CAUTION
+55 +930C Green Are NORMAL
+930C Red Line MAXIMUM
OIL PRESSURE
ALL ALTITUDES
40 PSI Red Line MINIMUM
120 PSI Red Line MAXIMUM
BELOW 23,000 FT. ALTITUDE
40-70 PSI
Yellow Are CAUTION
70-120 PSI
Green Are NORMAL
ABOVE 23,000 FT. ALTITUDE
40-50 PSI Yellow Are CAUTION
50-120 PSI Green Are NORMAL
FUEL PRESSURE
15 PSI Red Line MINIMUM
25-80 PSI Green Are NORMAL
DIFFERENTIAL PRESSURE
04. 0 PSI Green Are NORMAL
4. 0 4. 2 PSI Yellow Are CA UTION
Above 4. 2 PSZ Red Are MAXIMUM
,s I´•
HYDRAULIC PRESSURE
Figure 8-4. Instrument Markings (Sheet 2 of 2)
8-9
690
Ins truments
mounted in a single, dual-scale instrument installed and indicates unmetered fuel pressure. Minimum
in the lower center section of the instrument panel. and maximum allowable operating fuel pressures are
The left scale of the instrument shows the position of marked on the engine gage dial. The oil pressure
the elevator trim tabs between 30 degrees UP and 30 gage, connected to the outlet side of the engine oil
degrees DOWN. The maximum elevator trim tab pump, indicates engine oilpressure. Minimum and
travel is 60 30’ (+1, -1) degrees UP, and 24 (+1, -1) maximum allowable operating oil pressures are mark-
degrees DOWN. The right scale of the instrument ed on the gage dial. The oil temperature indicators
shows the of the rudder trim tab between 30
position are Controlled by sensitive resistance bulbs, installed
degrees right and 30 degrees left. Maximum rudder within a port at the oil pressure pump outlet. The
trim tab travel is 26 (+2, -0) degrees to the right or bulbs are standard MS bulbs which are connected
left. Each transmitter is mechanically linked to its through the wiring harness tothe temperature indica-
respective trim tab actuator tube assembly, and as tors. As the oil temperature increases, the increased
the trim tab moves, the arm in the transmitter is resistance of the bulb unbalances the current in the
moved to vary the transmitter’s resistance. The re- indicatorcircuit, causing more current to flow through
suiting variations in voltage are registered by the the indicator
coils. This increases the strength of
respective indicators in terms of trim tab travel. the coils’ magnetic field which in turn deflects the
The indicators can be zeroed by adjusting the respec- indicator to a higher temperature reading. A red
tive transmitters as described in the Electrical Sec- radial line at -400C and 930C marks the minimum
tion of this manual. The indicator circuit is supplied and maximum allowable oil temperatures. A green
with 28-volt power on the 5-amp push-to-reset
de are from +550C to 930C indicates the normal tem-
TRIM LND circuit breaker on the circuit breaker panel. perature range and a yellow are from -400C to +550C
indicates the caution range. A red radial line at 15
psi and 90 psi indicates the minimum and maximum
fuel pressure range. A green are from 25 psi to 80
AILERON TRIM TAB POSITION INDICATOR psi indicates the normal fuel pressure range, and a
yellow are from 15 psi to 25 psi indicates the lower
The aileron trim tab indicator is installed in the over- caution fuel pressure range. An upper yellow are
head aileron trim tab controlpanel. Markings on the from 80 psi to 90 psi indicates the upper caution fuel
indicator are 16 degrees up and 16 degrees down, and pressure range. A red line at 50 to 120 psi indicates
the LWD and RWD markings are left and right wing the minimum and maximum oil pressures. A green
down; The aileron trim tab transmitter is an integral are between 70 psi and 120 psi indicates the normal
pressure range. A yellow are from 50 to 70 psi indi-

part of the trim tab actuator and transmits a signal to
the indicator. As the trim tab is moved, a geared cates the high and low caution range.
shaft in the transmitter is moved to vary the resist-
ance of the voltage to the indicator. The resulting
variations in current are registered by the indicator TACHOMETER INDICATORS AND GENERATORS
in terms of trim tab travel in degrees. The indicator
circuit is supplied with 28-volt de power from the 5- The engine tachometer indicating system provides an
amp push-to-reset AIL. TRIM circuit breaker on the indication of the percent of engine rpm throughout the
circuit breaker panel. complete range of engine operation. The system con-
sists of a tachometer indicator for each engine, in-
stalled in the center instrument panel, and a tach-
POWER PLANT INSTRUMENTS ometer generator installed on a mounting pad on the
lower right side of each engine accessory case, As
The power plant instruments, which are installed in the tachometer generator is turned, the resulting
the center instrument panel, include the tachometer three-phase alternating current operates a synchro-
indicators, horsepower indicators, inter turbine tem- nous motor in the indicator and deflects the pointers
perature indicators, fuel flow rate indicators, fuel to register engine speed in percent of engine rpm on
consumed totalizer indicator, and engine gage unit, the indicator dial. A green are from 96 percent rpm
The engine gage units indicate fuel and oil pressure to 100 percent rpm indicates the normal operating
and oiltemperature. These instruments monitor the range. A red are on the dial at 101 percent indicates
operation and condition of the engine, and are operated the maximum rpm the
high engine is to be operated.
by pressure from the source to be measured, by The tachometer circuits are independent of the elec-
variations In electrical resistance due to change in trical system.
temperature, or variations in current output during
engine operation.
HORSEPOWER INDICATORS
ENGINE GAGE UNITS Horsepower indicators, installed inthe upper left side
of the center instrument panel, provide an indication
Engine gage units for each engine are installed in the of engine shaft horsepower, These indicators are
center instrument panel. Each instrument is a triple electrically connected to a transducer installed in the
indicating unit which indicates fuel and oil pressure oil operated torque sensing systemof each engine.
in pounds per square inch, and oil temperature in de- The engine torque sensing system senses the torque
grees centigrade.The fuel pressure gage is con- output of the engine and transmits the modified torque
nected by a transducer to the fuel pump unit between oil pressure signal to a transducer. The torque oil
the fuelboost pump and the high-pressure fuel pump transducer converts the torque oil pressure to an
8-10
690
MAINTENANCE MANUAL Section Vlil
Instruments
electrical signal which is transmitted to the horse- of a pound. The totalizer is equipped with a reset knob
power indicators. The horsepower indicators furnish to zero the counter when refueling the aircraft.
a readout in terms of engine shaft horsepower. A
red line at 717, 5 horsepower indicates the maximum
range. To trouble shoot the horsepower indicators
system, determine if the instrument is faulty by ex- MISCELLANEOUS INSTRUMENTS
changing the electrical leads at the indicators and
checking to see if the trouble follows the leads. When
the trouble does follow the exchanged leads, the in- HYDRAULIC PRESSURE GAGE
strument is satisfactory and the trouble will probably
be found in the wiring, wiring connections, or trans- A 2000 psi hydraulic system pressure gage is installed
ducer. The transducer is installed on the upper right in the center instrument panel. Normal operating
rear side of the engine firewall. pressure for the hydraulic system is 900 to 1075; how-
ever the pressure gage is red lined at 1250 psi, which
is the maximum allowable system pressure. The indi-

INTER TURBINE TEMPERATURE SYSTEM cater also indicates the pressure supplied to the sys-
tem by the auxiliary hydraulic pump, which supplies
The inter turbine temperature indicating system con- 470 to 605 psi hydraulic pressure to the system for
sists of an ~T indicator installed in the center in- operation of the brakes, flaps, and nose wheel stcer-
strument panel, a cold junction compensator installed ing in the event of pressure system failure.
on the upper left center of the engine, a la-unit ther-
mocouple installed around the circumference of the
second stage stater and the necessary electrical REGULATED BLEED AIR PRESSURE GAGE
wiring. The 12 chromel-alumel thermocouples are
connected in parallel; therefore, a net signal from A regulated bleed air pressure gage installed in the
the thermocouples is an average of the temperatures
right instrument panel indicates the pressure range of
sensed by all of the thermocouple probes. Aircraft regulated bleed air to the wing and empennage deicer
with factory serial numbers 11001 thru 11040 incor- and automatic pilot. The gage, which also indicates
porates a cold junction compensating resistor to the operating condition of the hydraulic pressure
modify the signal from the thermocouples prior to regulator, has a green are froI11 16. 6 to 19.4 psi
being transmitted to the indicator. The ~T indicators, f,, normaloperating conditions and a yellow are from
indicate the temperature within the turbine section of lg~ 4 to 22. 4 psi for limited operation. h lower red
the engine by converting the thermocouple output are from 0 to 16. 6 psi and an upper red are from
voltages and linear de current into a dial presentation 22.4 to 25.0 psi denotes a deteriorated bleed air
of measured engine temperature. The input power to pressure regulator. When the bleedpressure is with-
the system is 28 volts de to energize the indicator in the green are of the pressure gage, the pressure
movement. See Section X. A digital readout indicator regulator and the other supported systems are ope-
is used on the aircraft with factory serial numbers rating properly.
11001 through 11040, while a radial dial indicator is
used on factory serialnumbers 11041 and subsequent.
The digital indicator gives a reading of 885 to 923
FUEL OUANTITY INDICATOR-CENTER WING AND
degrees centigrade for the takeoff, maximum con-
LOWER FUSELAGE FUEL CELLS
tinuous power and maximum normal ranges, while the
radial indicator has a reading of zero to 1200 degrees
The fuel quantity indicator for the standard fuel sys-
centigrade for the takeoff and start limits.
tem is calibrated in pounds. Theindicator isinstalled
in the lower left section of the right instrument panel
and supplied with 28-volt de electrical power
is
FUEL FLOW RATE INDICATORS a 5-amp push-to-reset circuit breaker in-
through
stalled in the circuit breaker panel. For information
Fuel flow rate indicators installed in the center in- see Section
on the standard fuel quantity transmitter,
strument panel indicate the individualengine fuel flow
V,f this Maintenance Manual.
rates. The indicators basically de microammeters
are
and are calibrated in pounds per hour. The dial of the

indicator reads from zero to 600 pounds. Transducers
convert the flow rate to electrical pulses. These VOLTAMMETERS
pulses are transmitted to the signal conditioning unit,
Two single-pointer dual-purpose voltanlnleters are
for conditioning and conversion to analog signals
which transmitted to the fuel flow indicators. See installed in the overhead switch panel. The instru-
are
of the ments are graduated to indicate their respective
Section V for a complete description system.
generators output from zero to 300 amps and from
zero to 30 volts. The voltage reading is obtained by
FUEL CONSUMED TOTALIZER pressing the voltage indicator button in the lower left
corner of the instrument. The output of each gencra-
The fuel consumed totalizer, an electro-mechanical tor will vary from 24 volts, 20 amperes, to 30 volts.
digitalcounter calibrated in pounds, provides a con- 300 amperes, depending upon the electrical load im-
tinuous count of pounds of fuel consumed. Fuel con- posed on the system. Check these values uccasion-
sumed totalizer has sixdigits starting with one-tenth ally for indications of generator system malfunction.
8-11
690
Instruments
strument fittings and plug instrument lines.

CAUTION 3. Repeat steps one and two for the other
panels.
c. Remove sub-panels as follows:
Do not allow generator to operate con- 1. Remove screws attaching panel to support
tinuously at overload output for more angles. Supportpanel while removing screws
than 5 minutes. The generator over- to preventpanel from fallinginto Control column.
load circuit breaker generally will not 2. Remove all control knobs and switch
break the circuit in a shorter length of covers.
time. 3. Tag for identification and remove all lines
and electricalleads attached to instruments and
Current is supplied to the voltmeters directly from equipment. Cap instrument fittings and plug
the voltageregulators, and to the ammeters from the instrument lines.
voltage regulators through the ammeter shunts located 4. Repeat steps one through three for the
in the master power panel. other panels.
d. Installation of allpanels is the reverse order of
removal.
OUTSIDE AIR TEMPERATURE INDICATOR-AMBIENT
AIR
INSTRUMENTS
The outside air temperature indicator is installed in
the top of the pilots cabin above the pilots seat and
near the pilots side window. The temperature sensor REMOVAL AND INSTALLATION
elrtends through the top fuselage skin, with the indi-
cator visible inside the cabin area. The indicator Replacement of instruments will be simplified by re-
registers air temperature from -500C.to 600C.(-500 moving the instrument panels completely. Instrument
to 1400F. panel removal is accomplished by removing retaining
screws, lifting panel outward, and disconnecting
power source. When lowering instrument panels,
use care to prevent panels from falling against con-
INSTRUMENT PANEL trolcolumn. Remove instruments as follows:
a. Remove screws securing instrument to panel.

The shock mounted instrument panel is divided into b. Withdraw instrument from panel and disconnect
three sections. The light weight magnesium panel is power source. Cap instrument fittings and plug in-
painted a non-gloss finish to eliminate glare and strument lines.
harmonize with related cockpit equipment. Space is c. Install instruments in reverse order of removal
provided on the panel to accommodate additional in- and perform following steps if applicable.
struments. Rectangular sub-panels, containing cir- Bleed air from fluid carrying instrument
cult breakers, wing flap and landing gear controls, lines.
and environmental controls, are mounted under the 2. Apply system pressure to instrument and
instrument panels. An edge-lighted control panel, check connections for fluid leakage.
for the radio equipment, is installed immediately 3. Check all vacuum lines for leakage.
above the instrument panel (see Figure 8-3). The 4. Operationally check all fluid, vacuum, and
radio panel consists of a plastic edge-lighted panel electrically operated instruments to verify
fastened to a metal backup panel. proper performance.

STALL WARNING SYSTEM
a. Remove the radio panel as follows:
i. Remove screws attaching panel to support
angles. An electrically heated stall warning switch is located
2. Slide panel aft and disconnect electrical in theleading edge of the right wing, outboard of the
connectors. nacelle. The switch is lightly spring-loaded to the
b. Remove instrument panels as follows: open position and is closed at aircraft stall speed
i. Remove screws attaching panel section when normal air flow becomes turbulent enough to
to support angles, brackets and shock mounts. push on the aft side of the vane, to move the vane
Support panel while removing screws to prevent forward. The switch is set to close the circuit and
panel from falling into control column, sound the stall warning horn at 5-10 mph above air-
2. Tag for identification and remove all lines craft stall speed. The horn is located forward of the
and electrical leads attached to instruments and instrument panel on the left side of the forward cabin
other equipment installed on panels. Cap in- bulkhead. An external adjustment screw located on
8-12
690
Instruments
each side of the switch cutout, enables the stall switch a. pitot heat switch, located on overhead
Place
to be adjusted while installed. Loosening the adjust- switch to OFF position.
panel,
ment screws and moving switch slightly aft, moves b. Trace a light pencil mark on switch, along edge
the switch setting nearer the stall speed of the air- of cutout in switch mounting plate. This mark will be
craft. Moving the switch forward extends the stall used to align switch during reinstallation.
speedindication away fromstall speed. Operationally c. Remove screws securing switch and switch
check stall warning system during flight to assure plate, and withdraw switch from wing.
warning horn sounds 5 10 mph above aircraft stall d. Disconnect quick disconnects and slip defective
speed. The stallwarning switch is supplied electrical element out.
power through a l0-amp circuit breaker pitot heat e. Installnew element into switch, connect quick
switch on the overhead switch panel. disconnects, and place pitot heat switch to mTOT
position for 15 seconds. Element must show positive
indication of heat.
WO~E f. Install switch and switch plate, assuring pencil
marks on switch align with cutout in switch plate.
Stall warning switch replacement is g. check stall warning system in
Operationally
similar to the following steps; how- flight to warning horn sounds 5-10 mph above
assure
ever, battery cables must be discon- actual stallspeed. Adjust switch if system fails to
nected before removing switch. operate properly.
8-13
690
Section VIII MAINTENANCE MANUAI
Instruments
VACUUM:
Vacu~m too low. Vacuum relief valve fails in open Adjust valve as outlined in Vacuum
position.Valve not properly adjusted Relief ValveCleaning and Adjusting
or defective. This will cause valve paragraph, this section, or replace
to fail to open thereby causing the valve.
suction pressure to the instruments
to be reduced and operation sluggish.
Leaks or break in main vacuum line. Pressure check system. Locate

andrepair leak or replace faulty
component.
Filter dirty and clogged. Clean or replace filter.
Defective vacuum gage used to check Check gage for calibration or re-
and adjust vacuum relief valve. place valveis necessary.
Vacuum too high. Vacuum relief valve fails in closed Adjust valve as outlined in Vacuum
position. Valve not properly adjusted Relief ValveCleaning and Adjusting
or defective. This will cause valve to paragraph, this section, or replace
fail to close properly thereby permit- valve.
ring the full vacuum produced by the
ejector to be applied to the instruments.
Vacuum relief valve screen clogged. Clean screen with a non-petroleum

base solvent.
Defective vacuum gage used to check Check gage for calibration or replace
and adjust vacuum relief valve. gage if necessary. Readjust valve.
Vacuum gage not Clogged or broken lines. Clean lines and repair or replace
registering. as necessary.
Defective gage. Check gage for calibration or re-
placegage if necessary.
AIR-DRIVEN INSTRUMENTS: DIRECTIONAL GYRO, ATTITUDE GYRO, AND TURN-AND-BANK INDICATOR
Instrument indicator Vacuum too low or too high. Check vacuum system with aircraft
sluggish or fails to or master vacuum gage and proceed
settle, fluctuating or as outlined above.
over-sensitive, exces-
sive drift of directional Instrument inlet air filters clogged. Clean or replace filters as needed.
gyro compass.
Excessive vibration. Tighten instrument mounting screws,
replace panel shockmounts if hard
and worn, and make certain that the
instrument lines are not transmit-
ting vibration due to being too short.
Leak or break in instrument vacuum Check for collapsed inner wall of

line or instrument case; vacuum flexible hose. Pressure check sys-
line kinked. tem. Locate and repair leak or re-
place faulty component.
Instrument inlet air filters loose Remove instrument and return to

ormissing; fouled vanes in rotor, approved shop for overhaulas neces-
worn pivots or bearings, or gim- sary, make certain inlet air filters
bals out of balance, and snap rings are secure before
reinstalling.
Figure 8-5. Trouble Shooting Vacuum System

8-14
690
Instruments
ELECTRICALLY-OPERATED INSTRUMENTS: FLAP POSITION, TRIM TAB POSITION, TACHOMETER,

ENGINE OIL TEMPERATURE, FUEL QUANTITY, VOLTAMMETER, HORSEPOWER, FUEL FLOW RATE,
AND FUEL CONSUMED TOTALIZER INDICATORS.
Instrument registering Loose connection, grounded or open Check wiring continuity. Repair or
high, low, erratically, circuit. replace wiring and connection, Re-
or no reading. set circuit breaker.
Defective indicator. Replace instrument.
Flap position, trim tab Transmitter out of adjustment. Adjust flap and trim tab position
position, or fuel quantity transmitters as outlined in the
indicators registering Electrical Section and the fuel
high, low, erratically, quantitytransmitter as outlined
or no reading. in the Fuel Section.
Defective transmitter. Replace transmitter.
Fuel quantity indicator Float arm stuck. Free float arm.
registers full or empty.
Tachometer registers Tachometer generator defective. Test generator for output. Over-
low, erratically, or no haul or replace if necessary.
reading.
Tachometer generator shaft sheared. Replace tachometer generator.
Oil temperature pointer Resistance bulb defective. Replace bulb. Check wiring
on engine gage unit does connections for looseness and
not function. damage.
Defective gage. Replace engine gage unit.
Voltammeter fails to Faulty generator output. See Voltage Rebrulator Adjustment

indicate or is erratic. in Electrical Section.
Horsepower indicator Loose connection, grounded or open Checkwiring continuity. Repair

registers low, errati- circuit between indicator and trans- or replace wiring and connections.
cally, or no reading. ducer. Reset circuit breakers and

switches.
Defective indicator.’ I Replace instrument.
Defective transducer, or oil pressure Replace transducer or disconnect

vent lines restricted. lines and blow out with low pres-
sure compressed air. See Section
IV for replacement of transducer
or lines.
Fuel flow rate indicator Loose connection, grounded or open See Fuel Flow Indicating Systent
registers erratically circuits. Maintenance in Section V.
Fuel consumed totalizer Loose connections, grounded or open See Fuel Flow Rate Indicatin~
registers erratically. circuits. System in Section V.
Figure 8-6. Tiouble Shooting Instruments (Sheet 1 of 3)

8-15
690
Instruments
MAGNETIC COMPASS:
Excessive card error. Compass not properly compensated. Swing compass and compensate.
External magnetic interference. Locate and eliminate interference.
Excessive card Insufficient liquid. Remove and refill compass.

oscillation.
Excessive vibration of compass. Remove cause of vibration.
Card element not Compass excessively compensated. Back compensating screws off to
level, sluggish. remove all

compensation, then
recompensate compass.
Liquid leakage from Leaking float chamber due to broken Replace compass.
case. cover glass or case, or defective
sealing gaskets, weak or detached
card magnets, pivot friction, or
broken jewel
PITOT-STATIC SYSTEM INSTRUMENTS: ALTIMETER, RATE-OF-CLIMB, CABIN RATE-OF-CLIMB,

AIRSPEED INDICATORS.
ment inaccurate, Restricted static line. Irregular Make certain that all instruments
erratic, or inoperative. static pressure received at instru- are disconnected before attempting
Pointer oscillates, ment. to clear static system.
Drain static system. Disconnect

and clear lines until air flows freely
through both static vents.
Leaks or break in static lines. Pressure check system. Locate

andrepair leaks or replace faulty
component.
Leak in instrument case or defective Replace instrument.

instrument.
Rate-of-climb indicator Instrument out of calibration. Turn adjusting screw in lower left
does not indicate zero corner of instrument until
pointer
at constant altitude. returns to Tap instrument
zero.
lightly while resetting.
Cabin rate-of-climb Instrument out of calibration. With aircraft on ground, turn ad-
justing screw in lower left corner
of instrument untilpointer returns

to zero. Tap instrument lightly
while resetting.
Airspeed indicator inac- Pitot line restricted. Irregular Clear drain holes in tip of pitst
curate, erratic or inope- pitot pressure received at instru- head. Remove cap or drain line,
rative. Pointer oscillates, ment. right side of cockpit near floor
section and drain pitot line.
Figure 8-6. Trouble Shooting Instrumen~s (Sheet 2 of 3)
8-16
690
MAINTL~NANCIE MANUAL Section VIII
Instruments
Airspeed indicator inac- Re-cap drain line and pressure

curate, erratic or inope- check system as outlined in Pitot
rative. Pointer oscillates. and Static System Maintenance
(continued) paragraph this section.
PRESSURE-OPERATED INSTRUMENTS: HYDRAULIC PRESSURE GAGE, REGULATED BLEED AIR

PRESSURE GAGE, ENGINE GAGE UNITS (Fuel and Oil).
Hydraulic pressure Hydraulic pressure gage stuck. See Trouble Shooting Chart in
gage registers Hydraulic Section.

above 1250 psi.
Regulated bleed air Gage does not indicate 15 psi during Tap gage lightly. Check connections
pressure gage out of pressure build-up. Gage should to gage for looseness. Replace gagf.
order. Doesnot drop to 3 psi when distributor valve
register correctly, pressure port is opened to inflate
a deicer boot in the deicer installation.
Engine gage units Fuel and oil pressures portion of the Replace engine gage unit.
inaccurate or inope- gage defective.
rative.
Restricted pressure lines. Disconnect lines from system and
check for obstructions.
NOTE: For Air-Driven Instruments see Figure 8-5, Trouble Shooting Vacuum System.
Figure 8-6. Trouble Shooting Instruments (Sheet 3 of 3)

8-178-18
SECTION
ENVIRONMENTAL
690
MAINTENANCE MANUAL Section IX
Environntrntnl
SECTION IX
ENVIRONMEN TA L
~ABLE OF CONTFNIS
Page
ENVIRONMENTAL SYSTEM 9,1
Principles of Ol,eration 9,3
Air Supply
and Distribution 9-q
ENVIRONMENTAL SYSTEM COMPONENTS g-4
Environmental System Primary Compressor g-4
Refrigeration Unit 9,4
Ground Blower 9-8
Air Transition Tube and Plenum 9,6
ENVIRONMENTAL SYSTEM CONTROLS 9,6
_....
Cabin Pressure Controller 9-j
Cabin Pressurization System-Functionnl
Test 9-11
CabinTemperature Controls 9-12
Environmental Electrical System-
FunctionalTest 3-16
OXYGEN SYSTEM 9-16
General 9-16
Oxygen System Checks and Rel,air......... 9-1?
/7
ENVIRONMENTAL SYSTEM flow rate to the osygcn outlets according to aircraft

altitude.
The aircraft environmental system consists of the Principle components uf the environmental syst~nt
cabin pressurization ahd air conditioning systellls and are: a iam supllly s~stiln: ;1 primary foml,rfs-
air
includes provisions for ambient air ventilation during sor (jet pump assembly coiisistinl: of two priniarv jet
flight. An oxygen system, with oxygen outlets at each pumps and an auxiliary jet I,unlp); a refrigerator unit
crew and passenger station, is also provided. The consisting of a cooling turbine which drives a s~cond-
overall environmental system design is engineered to ary compressor and a prinlary and secondary heat
provide absolute safety, maximum reliability, and exchanger; a pressure control systenl; and two Inod-
the desired passenger and crew comfort during all ulating valves (heat exchanger and hot air, see Figure
phases of aircraft operation, The air conditioning 9-1). Electrical power for operation of the enviroll-
system is independent system to pro-

operated by an mental control system is derived from the 28-volt de
vide conditioned air for ground or flight operations. aircraft electrical system. Ambient air for operation
´•Cabin temperature may be preset for automatic con- of the environmental system is obtained through tile
trol or may be controlled manually. Effective dis- inlet air scoop located on the top c E´•nterline of the [use-
tribution of conditioned air within the cabin area is lage. The scoop is installed flush with the fuselage
accomplished by routing air through air ducts to out- skin and is designed to prevent moisture frolll rntrl´•-
lets installed along each side of the cabin floor. Cool ing the environmentalsystem or icing the inlet scoo/l.
´•air is routed through adjustable outlets above each The primary compressor utilizes engine bleed air for
passenger station and the aft pressure bulkhead. motivating the jet pumps which draw ambient sir irolll
Pressurization is accomplished with conditioned air the ram air system to provide compressed air ilow foi
flow into the cabin to provide safety and comfort for cabin air conditioning alld pressurization. The Innllnrr
the passengers and flight crew. The pressurization in which the compressed air flow is routed from Lhr
system is set.to maintain a nominal cabin pressure primary compressor through the refrigerator unit and
of 4. 0 psi. This provides a cabin altitude of 8000 associated air ducts, detrrluil~e tile telnp~raturrc,l the
feet when the aircraft is being flown at 20, 000 feet. conditioned air entering the cal,iii (sec FiFurr 9-2).
A safety valve, prevents cabin pressure from ex- The cabin is I,ressurizPd bp oont rolling the anll,untt of
ceeding the pressure differential of 4. 2 psi. conditioned air allowed to escape Ironi th~ cnbiii
through the outflow valve.
Oxygen is available for the passengers and flight crew

at all altitudes. Low pressure oxygen to the passen- An electrically operated cooling air blowrr ail
altitude ad- from the ram air systcnll throu~h the cc,olin~ fills ill
ger and crew outlets is controlled by an
justing valve, which regulates oxygen pressure anb the refrigerator unit I,rinini’~ and stcloitdnrv heat r~-
i
690
Section IX MAINTENANCE MANUAL
Environmental
EFFECTIVE SERIAL PRIMARY COMPRESSOR

NUMBERS 11001 THRU (2PRIMARY JET PUMPS) i
11029 (1 AUXILIARY JET PUMP) COOLING
TURBINE
OUTSIDE
TEMP
INLET
SENSOR AIR
AIR SCOOP
EXHAUST
DUCT
Fr´•_z
HOT
VALVEAIR
c~
CABIN
CONDITIONED
ALR DUCT
HEAT
HEAT EXCHANGER VALVE EXCHANGER
GROUND
ASSY
RAM AIR ~LET CHECK VALVE ~UXVER
DUCT
PRESSURE
SWITCH
ANTICIPATOR
I
CONDITIONED ‘PLENUM
AZR DUCT
i
EFFECTIVE SERIAL PRIMARY COMPRESSOR

OUTSIDE
NUMBERS 11030 AND (ZPRIMARY JET PUMPS)
TEMP
SUBSEQUENT (1AUXILIARY JET PUMP)
SENSOR
COOLING
T URBLNE
AIR
INLET AIR SCOOP EXHAUST
DUCT
RAM AIR
DUCT SWITCH
CABIN Ei~L´•I
CONDITIONED I\u( EXCHANGER
AIR DUCT DUCT ASSY
HOT AIR VALVE
GROUND PRESSURE
BLOWER SWITCH
RAM AIR INLET CHECK VALVE
ANTICIPATOR
CABIN ‘PLENUM
CONDITIONED
AIR DUCT I)P
Figure 9-1. Air Conditioning and Presrurizotion Equipment

9-2
690
MAINTENANCE MANUAL Sfc´•tion IX
Envi ronnlclltnll
changers for ground cooling and for some phases of ground, the cllgines should be ill ol,erntioll and the air
inflight air conditioning’, conditioning selector switch placed il~ AL:TO
or OVER-RIDE. Tile I,rcssure switch is a nurrllallv
Placing the air conditioning selector switch in AUTO closed switch tliat functions as a safety switch Lu dC-
position, opens the bleed shutoff valves to the primary teet the loss of blower air, and activates the’ ]Icnt es-
jet pumps. The AUTO position allows the cabin tem- changer valve to the open I,ositiol~ to byi,ass i:
perature control switch to select either warm or cool the blcetl air around the coulin~ turi,iiic.
air. The cabin temperature control switch programs
the temperature controller for automatic operation of
the pressurization and air conditioning systems. If WO1E
WARM air is selected, the Ilot air and heat exchanger
valves open, and blower operation is discontinued. The heat eschHngcr v;\ive is r´•ilccti\´•e
This allows bleed air and conditioned air to be routed on serialnumbers 11001 th~ough 110’29
direct to the cabin to maintain a desired temper-
area only.
ature. If selected, the hot air and heat
cool air is
exchanger valves close, and the ground blower is ac-
tivated, allowing conditioned air from the cooling Placing air conc~itioning selector switch in AUTO
turbine and secondary heat exchanger to cool the cabin. position programs the system to operate the heat
exchanger and hot air valves. The hot air vahe,
when closed, directs hot air through the hc;ltt rx-
WOIE changer. Since the temperature ci,iiirc,l svsrcnl is
energized, tile cabin tcntl,rraturc´• cc,t~trol
The heat exchanger valve is effective nlust be I,laccd ill full COOL Itositior~ tc,
on serialnumbers 11001 through 11029 imunl coolillg. The cal,in tcniperalure cu!ltl.oi ~rlll-c-
only. tor is provided to adjust

the cabin te nll,eraturr: hou´•
ever, the selector i~as Ilo effect r,t~ the svstr,rl ut,rr~-
tion when theair conditiol~illg selector s~itch is
Placing the air conditioning selector switch in OVER- placed in the OFF/RAM AIR I,ositio~,.
RIDE position, energizes the manual over-ride tern- is necessary to climitlate fo~ f~´•unl the c:lt,lr~. ilicrt´•a-;11
perature switch. The manual override temperature the temperatu re by l,l;lcill~ the c:abi II t f I,cl´•;~t tlt´•~l r´•e II~
switch is a momentary heat or cool switch, used to trol selector in the warnl I,ositioii, This u´•arnlR tiit´•
override the automatic provide inlmediate
system to cabin, cnusillg tile
fog to dissipstt´•. II I,i
temperature changes in the event o~ tnaliullctiolling tile urit~dshicltl is rrrluilcd.:1 d~iilc,st crlllllctl kli!,i, i>
temperature sensors. Placing the override tempera- providetl foi incrcasin~ the airflo~ ;Ic´•r~,si r!:i´• ~!;trr-
ture switch in the COOL position, closes the hot air ior surface of the wincisllicld.
and heat exchanger valves and provides cooling air.
Placing the override temperature switch in the HEAT
position opens the hot air and heat exchanger valves WOTE
and provides heated air. Any time the air condition-
ing selector switch is placed in the OVER-RIDE: posi- The heat exchanger valve is effective
tion, the ground blower is energized to support the on serir\lnumbers 11001 thrc,ugh 11029
heating or cooling: function. As a protection against only.
inadvertantly activating the manual override tempera-
ture switch, the switch will not be energized unless
the air conditioning selector switch is ill the OVER- PRINCIPLES OF OP~RATION
RIDE position. The OVER-RIDE position of the air
conditioning selector switch opeIls tile bleed air valves Durinfi ol,erntion of the t~ctl´•nlnl i,lc´•ssurir;ltil,l, ;li t~
providing bleed air to the primary jet pumps, conditioning systenl anlbicl~t air enters illc´•
duct under ram I,rcssure. The ninjorit)- of tile rnn:
air passes over the priniary and scrondnly heat cs-
WOIE changer cooling tubes of the uilit ;lild is
exhausted overboard th~’OLfRI1 the csllaust I,c,l~t. iri thr
The heat exchanger valve is effective bottom of the fuselage. Conditiuncd air for tllr cnt,irl
on serialnumbers 11001 through 11029 is drawn from the ram air i,lfnunl by ttlt I,rinln~\
only. compressor primary jet pun~l,s. Hi~h-l,rcssure Ic,~:-
flow air (engine bleed air) is nlisftl with ranl air nnti
converted to a low-l,ressurc. high-flow. higll-lent-
The OFFjRAM AIR position of the air conditioning perature air stream,y the jet pun~l, .tction. This air
selector switch deactivates all equiplnent and the flow is used for coolin~ nlld
system operates on ram air only. The mode of the Wt~en the tempernlure control srstc,lt tlmllandsds Ht;is-
hot air valve, engine bleed shutoff valves, and heat imum cooling, the hot :lil’;llld ]f(’;lt v;ll\lc´•-.
exchanger valve are not affected by the OFF/RAM are closed and all of the air is Ij~c´•
AIR position of the air co!lditioning selector switch. refrigerator unit. Wllen Iltbic lit t ct´•lrlt’. r’at u t‘~´•
:I I~ it,n
Ambient air is then provided for ventilation during un- and cabin heating is recluircd. the hr´•at
pressurized flight, before and after system operation valve is opened alld the hot ~ir valve is b\
on the ground and during the engine starting period. the teml,eratur.e colltrollel to dr.sil.f;l
If ground blower operation is required while oil the temperature. If alnbient tcllli,rraturc´• is !Ilr,tlcl‘~te anti
9-3
Change 1
690
Section IX MAINT~NANCE MANUAL
Environmental
neither full heating nor cooling is required, the

full pump is installed in the aft fuselage on the right side
hot air valve is modulated by the temperature con- of the aircraft. Engine bleed air routed from tile air-
troller to maintain the required temperature. craft engines provides motivating power for the jet
pumps, which then draw ambient air from the ram
air plenum. The high-pressure low-flow engine bleed
WOIE air is mixed with the ambient air and converted to a
low-pressure, high-flow, higktemperature air stream

The heat exchanger valve is effective by jet pump action to provide compressed air flow re-
on serialnurnbers 11001 through 11029 quired for operation of the environmental system.
only. Compressed air from the jet pumps flows into an air
duct which has dual outlets for routing air to the pri-
mary heat exchanger of the refrigeration unit and to
AIR SUPPLY AND DISTRIBUTION the heat transition unit according to the demands for
pressurization and cabin temperature set by the en-
Ambient air enters the flush inlet scoop, installed on vironmental control systems. Operation of the pri-
the top centerline of the aft fuselage and is routed to mary compressor is controlled by three electrically
the environmental system refrigerator unit heat ex- driven shutoff valves, installed in the engine bleed
changers, primary compressor, and the air inlet side air lines, which are opened or closed to control
of the heat transition unit (see Figure 9-;1). A drain engine bleed air flow to the primary and/or auxiliary
line that extends from the lowest part of the inlet air jet pumps. The primary compressor must be opera-
scoop through the lower fuselage skin prevents water ting during all phases of ground and flight operation
from entering the inlet air duct when the aircraft is of the environmentalsystem except when using ram air
parked. Ram air from the inlet air scoop is routed for ventilation.
through the main air duct to therefrigeration unit and

circulated around the air-to-air heat exchangers be-
fore being dumped overboard, through the coolant air REFRIGERATION UNIT
exhaust in the bottom of the fuselage. Compressed
air from the jet pumps is circulated around the air- The refrigeration unit consists of a primary heat ex-
to-air exchangers to initially cool the com-
heat changer, secondary heat exchanger, and a cooling
pressed air which passes from the primary com- turbine that drives a secondary compressor. Com-
pressor through the interior of the heat exchangers, pressed air from the primary compressor flows
before it is directed into the aircraft cabin. A ground through tubes of the primary heat exchanger, when
blower, installed in the air duct to the heat exchang- the temperature of the compressed air is reduced
ers, draws ambient air into the system for ground within a few degrees of the ram air temperature by
cooling and augments the ram air input to the heat transfer of heat through the primary heat exchanger.
exchangers as required when flying at low altitudes. The compressed air from the primary compressor is
A mechanical air inlet check valve installed in the further compressed by the refrigeration unit secon-
inlet duct to the air transition unit is provided to dary compressor, and then flows through the secon-
shut off ram air flow tothe transition unit unless ram dary heat exchanger where it is again cooled to re-
air ventilation is required. When the bleed air shutoff move the heat gained during the second phase of com-
valves are closed the mechanical air inlet check valve pression. From the secondary heat exchanger ~he
is open; therefore the major portion of the ram air is compressed air is further cooled by expansion as it
directed through the transition unit to the cabin area. flows through the cooling turbine, and into the air
Efficient operation of the environmental system de- transition unit. If ambient temperature is moderate
pends on availability and proper routing of an ade-

the and neither full heating nor full cooling is required,
quate supply to all sub-systems and components;
air the primary heat exchanger shutoff valve will be opel-l
therefore air flow control valves, outflow valves, air to allow most of the compressed air from the primary
ducts, interconnecting duct gaskets and clamps must heat exchanger to bypass the secondary compressor
be properly maintained to obtain effective cabin pres- and secondary heat exchanger and flow directly through
surization and air conditioning. the air transition unit into the cabin.
COOLlNG TURBINE. The cooling turbine, in conjunc-

tion with the air-to-air heat exchaIlgers,is provided
ENVIRONMENTAL SYSTEM COMPONENTS to further reduce the compressed air temperature be-
fore it is routed to the cabin. Operation of the coolinfi
unit is based on the conversion of energy in the air
The purpose, operating principles, and maintenance due to its temperature and pressure to mechanical
requirements of environment system components are energy by the turbine. This results in a temperature
outlined in the following paragraphs, and pressure drop in the airflow because of e~ausion.
The energy absorbed by the turbine is dissipated in
driving the secondary compressor, whicllincreases
ENVIRONMENTAL SYSTEM PRIMARY COMPRESSOR the airflow through the air-to-air heat exchangers altd
improves the overall effectiveness of the refrigerator
Compressed air for operation of the environmental unit. This is accomplished by connecting the turbine
system is provided by the primary compressor (jet drive shaft to the secondary compressor. The turbine
pump assembly). The primary compressor consist- wheel and secondary compressor are connected by a
ing of two primary jet pumps and one auxiliary jet steel shaft which rotates in a pair of matched ball
9-4
Change 1
690
Environmental
EFFECTIVE SERIAL
NUMBERS 11001 THRU AUXILIARY JET PUMP
11029, VALVE
PRIMARY JET PUMP
VALVE PRIMARY
COMPRESSOR
RAM AIR
INTAKE
R. ENG. BLEED AIRI+ SECONDARY

TOVACUUM SYSTEMC~-; ~COMPRESSOR
L. ENG. BLEED AIR~
4
SECONDARY
CHECK VALVE I HEAT
HEAT EXCHANGER EXCHANGER
TO AFT PRESSURE VALVE
17
AIR
HEAD OUTLET PLENUMCOOLING
DISCHARGE
i
TO LOWER CABIN
AIR OUTLETS
DEFROSTERS ’PRIMARY
HEAT
EXCHANGER
GROUND BLOWER
HOT AIR VALVE
AMBIENT (RAM) AIR

INLET CHECK VALVE
EFFECTIVE SERIAL
NUMBERS 11030 AND PRIMARY JET PUMP AUXILIARY JET PUMP
SUBSEQUENT VALVE VALVE
PRIMARY
RAM AIR
CHECK VALVE COMPRESSOR
INTAKE
R. ENG. BLEED AIR~ I r I SECONDARY

TO VACUUM SYSTEM g~ I ,CPMPRESSOR
L.ENG. BLEED AIR~
TO AFT PRESSURE l/j/ ~SECONDARY

BULKHEAD OVER- IHEAT
HEAD OUTLET CHANGE
GROUND BLOWER
HOT AIR VAL

COOLING AIR
PLENUM DISCHARGE
TO LOWER CABIN
AIR OUTLETS I 1~ ‘PRUMARY
DEFROSTERS~------ HEAT
EXCHANGER
AMBIENT (RAM) AIR

INLET CHECK VALVE
29 id
Figure 9-2. Air Supply and Distribution

9-5
690
Section IX MAINTENANCE MANUAI
Envi ronmental
bearings. A wick fed oil system serviced through an times, except when ram air ventilating is desired.
oil filler valve assembly, installed on a bracket at- Bleed air operates this valve to a closed position.
tached to the top left side of the refrigerator unit,
lubricates the turbine shaft ball bearings. HOT AIR AND HEAT EXCHANGER VALVES. These
valves are installed on the right end of the plenum
SERVICING. Maintaining the correct amount of lubri- assembly. Each valve is operated by a reversible
cant in the oil filler assembly is the only servicing 28-volt de motor, which is equipped with fullopen and
required for the refrigeration unit, closed limit switches. The valves and actuators are
interchangeable. When maximum cooling is required,
REPAIR. The secondary compressor and cooling tur- both the heat exchanger and hot air valves are in the
bine assembly rotate at speeds which require the as- closed position; therefore, the cooling capacity of the
sembly to be critically balanced at the time of assem- refrigeration unit will be measurably reduced by ex-
bly. An adjustment as minor as changing the torque cessive air leakage past these valves. Hot com-
on a turbine shaft nut will destroy this delicate balance pressed air is ducted from the primary compressor
and require replacement of the cooling turbine. to the hot air valve where the position of the valve
Therefore, repair of the cooling turbine is limited to determines the amount of hot air passed into the plen-
replacement of hoses and clamps. The turbine may um assembly. Any partial closing of the valve will
be replaced without removalof the entire refrigeration create a back pressure in the hot air duct and cause a
unit. In the event replacement of the cooling turbine portion of the air to flow into the primary heat ex-
is necessary, drain oil from oil filler assembly prior changer. Air from the primary heat exchanger
to removal and do not refill until reinstallation is passes into a duct leading to the heat exchanger valve.
complete. The position of the heat exchanger valve determines
how much of the partially cooled, primary heat ex-
changer air is admitted into the air transition assem-
GROUND BLOWER bly, A partial closing of the heat exchanger valve

creates aback pressure in its air duct and causes a
A ground blower supplies ambient air to the refrige- greater amount of primary heat exchanger air to pass
ration unit heatexchangers. The blower assembly is into the secondary heat exchanger and edt to the
located in the ram air duct at a point immediately cooling air duct through the cooling turbine. When
forward of the air inlet to the heat exchangers. A the environmental system is placed in automatic
continuous duty 28-volt electric motor is used to temperature control, the hot air and heatexchanger
drive the blower. ground blower operates when
The valves are modulated by signals temperature
from
ground cooling is desired, and augments the ram air sensing probes to maintain the desired cabin tempera-
flow to the heat exchangers during some phases of in- ture.
flight air conditioning. The ground blower begins to
operate as soon as the air conditioning selector switch WOTI
is placed in AUTO or OVER-RIDE position for cooling.
The automatic temperature sensing system modulates The heat exchanger valve is effective
the hot air and heat exchanger valves, which starts on serialnumbers 11001 through 11029
and stops the ground blower, to maintain air flow only.
through the heat exchanger.
Repair
AIR TRANSITION TUBE AND PLENUM
Standard electrical system trouble shooting and re-
The air transition tube is a metal duct attached to the pair methods are used to maintain the two valves at-
top of the cabin air plenum. The ram air inlet duct tached to the plenum assembly. Any malfunction of
and air inlet check valve are attached to the transition the valve motors or excessive air leakage past the
tube. The hot air and heat
exchanger valves are at- valve is for replacement of the entire compo-
cause
tached to the right end of the air

plenum assembly. nent. replace the hot air or heat exchanger
Do not
The purpose of the plenum assembly is to route and valves without first determining that the automatic
control the environmental airflow to the cabin ducting. temperature sensing system and environmental sys-
It also functions as a hot and cold air mixing chamber tem control switches are operating correctly,
when the cabin temperature is being automatically
air conditioned by modulation of the hot air and heat
exchanger valves.
ENVIRONMENTAL SYSTEM CONTROLS
AIR INLET CHECK VALVE. The air inlet check
valve is installedon top of the air transition assembly.
An air duct, leads directly from the ram air inlet air All functions of environmental system may be
the
duct to the inlet side of this valve. The air inlet combined toform ahighlyintegratedand automatically
valve admits and controls the flow of air into the controlled pressurixation and air conditioning sys-
transition assembly and cabin air plenum when ram tem; or, the individual functions of the system may
air is being used for cabin ventilation. The valve be operated independently. For this reason, many of
totally obstructs or regulates the amount of inlet ram the various components within the control system
air being admitted into the transition assembly. The have inter-related or dual functions. The environ-
air inlet check valve is in the closed position at all mental system controls and associated instruments are
9-6
690
MAINT~NANCE MANUAL
AIR COND CABIN TEMP
OVERRIDETEUP IILEED SEL

5‘/
HE*T L.EHO. OrF/RIY OYER- 6~1 rlrl~
2
´•´•´•O O
COOL R. EHO.
n~u
TE
i
Bij
E]
Dr ´•YII
i:r~´•´•;
PRESSURIZ*TIDN NOT PERlrllTTED
DURING T*KEOFF P~ND LPNDINO
3/
Figure 9-3. Environmental System Control Panel
contained on the instrument sub-panel(see Figure 9-3). proportion to the increase in aircraft altitude. The
The environmental control system employs air pres- pressure controller will maintain the selected rate of
sure and temperature sensing devices, switches, cabin pressure change until the isobaric altitude is
valves and relays which incorporate automatic con- reached within the cabin. When the aircraft climbs
trol and safely features. Once the initial mode of or descends at a rate greater than the preselected
system operation has been determined, by positioning rate change and the aircraft is below the isobaric
the environmental system switches and controls, the the difference between cabin pressure and
altitude,
control system will automatically maintain selected atmospheric pressure will be zero. The cabin pres-
cabin pressure and temperature. sure controller will maintain the cabin at the selected
altitude as long as the aircraft altitude is between
the selected cabin altitude and the mazdmum altitude
CABIN PRESSURE CONTROLLER of which the aircraft may fly before maximum dilfer-
ential pressure is reached (see Figure 9-5.
The cabin pressure controller is installed in the in-
strument sub panel. This unit utilizes the differential REPAIR. Field repairs to the pressure controller
between atmospheric pressure and cabin pressure to are not permissible. The controller uses the minute
create pneumatic signals which control cabin pressure air pressure variations to perform its functions;
through the operation of an air outflow valve (see therefore, it is essential that all lines to and from
Figure 9-4). The pressure controller will sense and the control box be airtight. A complete check of the
control cabin pressure altitude during all flight con- pressurization system components and the possibility
ditions; from takeoff through climb, cruise and des- of cabin pressure leaks should be investigated before
cent. An optimum cabin altitude and a controlled replacing a pressure controller.
rate-of-climb pressure change may be preselected
prior to takeoff by setting the rate change and cabin
altitude selector knobs at the desired settings. The PILOTS PRESSURIZATION INSTRUMENTS AND
pressure controller will automatically maintain these CONTROLS
preselected conditions. A rate change knob, on the
left side of the controller, is used to regulate the rate Cabin Altimeter and Differential Pressure Cage
of change in cabin pressure from a minimum of 50
feet-per-minute to a maximum of 2000 feet-per- The dual altimeter and differential pressure gage,
minute. The cabin altitude knob on the right side of installed in the left instrument panel, indicates flight
the pressure controller is used to select the desired atmospheric pressure and cabin pressure. It is cali-
cabin altitude, for a given pressure altitude, within brated in feet of altitude based on atmospheric pfes-
the range of the maximum pressure differential. sure versus altitude relationship as defined by the
A cabin altitude indicator is incorporated inthe pres- U. S. Standard Atmosphere. This instrument is not to
sure controller. When the cabin altitude lolob is be used as a flight altimeter. The altitude indication
turned, the pointer on this indicator shows the cabin shown by this instrument is not necessarily the cor-
pressure altitude being selected. A small dial visi- rect altitude, as local ground pressure corrections
ble through a window at the bottom of the instrument have not been applied. As the altitude of the aircraft
indicates the ma~mum aircraft altitude at which the increases, atmospheric and cabin pressures dfcreasc.
aircraft may be floSln, before reaching the maximum The cabin pressure normally decreases at a slo~vcr
pressure differential, for the selected cabin altitude, rate than that of the atmosphere when I,ressurizing.
If the aircraft is flown above the madmum differen- With the flight pattern for cabin and aircraft predc-
tialaltitude, as indicated on the small window dial, termined the rate of cabin pressure change is estab-
the cabin pressure altitude will increase in direct lished before takeoff and maintained until the desired
Y-7
690
Section IX MANUAL
Ellvi ronmental
OUTFLOW
SAFETY ,VALVE
VALVE
STATIC PORT
STATIC PORT
ATIC AIR
DUMP
I] PORT
REF CHAMBER
PORT
SOLENOID VALVE
REDUCING VALVE
TOINSTRUMENT I I SOLENOID
VACUUM SOURCE Le$l I I VALVE
DISPOSABLE STATIC
FILTER I I I I AIR
ELEMENT
CABIN PRESSI]RE
CONTROLLER
O~TF‘LOW PORT
GROUND CONTACT
SWITCH
CABIN ATR
PORT STATIC
PORT
3
d 5Vg~
78
RATE Uo CABIN
n~T.
W9ll 2
CABIN PRESSURE
STATIC SOURCES FOR CONTROLLER CONTROLLER
ARE LOCATED ON EACH SIDE OF
FUSELAGE AT STATION 55. 67.
2P 10
Figure 9-4. Cabin Pressure Contro\ Schematic

9-8
690
MANUAL Scr:tio~, IX
20
Differential Pressure
Range (4. 2 PSI) cabi~l---
to-atmosphere pressure
15 differential.
i, r::
t
Isobaric Range (Variable)--

X 10 Established by setting---
W desired cabin altitude---
on control dial.
Unpressurized
S Rang´•e
5
rj I 1~ Typical rate of ascent

established by rate control.
0 5 10 15 20 25 30
ALRCRAFT ALTITUDE X 1000 FT
FLIC;HT CLIIIVE OF
PRESSURIZED CA~LS
Figure 9-5. Cabin-to-Aircrah Altitude Graph
cabin altitude is reached. The indicator has a fixed source. The other solenoid valve vents the refcrfncE
dial and is equipped with concentrically arranged
two chamber port of the safety valve to the instrumfnt
pointers with a cabin range of 50, 000 feet and a diff- vacuum closing the outflow valve and opening
source,
erential pressure range of 10 psi. The long pointer the safety valve. When the safety valve is open the
registers in 1,000-foot increments, while the short cabin cannot be pressurized. By placing the pres-
pointer registers in one-pound (psi) inc re ments. surization switch in the PRESS position, both solenoid
A green are from 0 to 4. 0 psi indicates normal diff- valves de-energize, closing the outlto\s~ and safet~´•
erential pressure. A yellow are from 4. 0 to 4. 2 psi valves. The cabin pressure controller then regulates
indicates the caution range. A red line at 4.2 psi the outflow valve which nlonitors the I,ressurizatiun
indicates the maximum allowable differential pres- of the cabin.
sure. If 4.2 psi differential is exceeded the cabin
should be depressurized by rotating the cabin altitude Cabin Rate-of-Climb Indicator
selector knob clockwise until the cabin altimeter
needle is equal to the flight altitude of the aircraft. The cabin rate-of-cli~nb indicator is installed in Lllr´•
This will allow the cabin to depressurize at the rate pilots instrument panel and is labeled CAUIS CLIMI).
set into the controller by the cabin altitude control The face of the instrument reads froln 7.cfo to 6000
knob, and without discomfort to passengers, or crew, ftjmin. This

instrument, which is vrntcd to thr´•
Emergency dumping of pressurization, which is cabin, registers changes in cabin durill~
faster but with greater discomfort to passengers and pressurized flight.
crew, may be accomplished by placing the air condi-
tioning selector switch in the OFF/RAM AIR position, Cabin Absolute Pressure Warning Light and Switch
or by placing the pressurization master switch inthe
DEPRESS position. The cabin warning light (CABIN ABOVE 10,000 FT.),
which is part of the annunciator, illuminates when
Pressurization Switch the cabin maximum altitude of 20, 000 feet is reached.
The light is operated by a pressure switch located on
The pressurization switch located on instrument sub the right side of fuselage station 5.50 inside the cabin
panel, operates two solenoid dump valves to ensure area. The switch contacts are set to close on in-
positive depressurization of the cabin should a flight creasing pressure altitude of 10, 000 (+0, -1000) feet
emergency arise requiring rapid depressurization. altitude.
When the switch is placed in the DEPRESS position,
one of the solenoid valves vents the reference cham- OUT FLOW VALVE. The outflow valve nlodulates
ber port of the outflow valve and the outflow port of cabin pressure by controlling the amount of yres-
the cabin controller to the right pressurization static surized air expelled from the cabin. This valve is
Change 1 r)-cj
690
Section D( MAINTENANCE MANUAL
Environmental
STA. 5. 5
BULKHEAD
REFERENCE
CHAMBERPOPPET OUTFLOW
*CABIN AIR VALVE
ORIFICE
SCREEN
OUTFLOWVALVE
GUIDE
STATIC PRESSURE POPPET VALVE

PORT RETURN SPRING
OUTFLOW VALVE
TO CONTROLLERCI~ ~1 PILOT
OUT FLOW UTFLOW VALVE

VALVEDIAPHRAGM DIAPHRAGM
(VACUUM RELIEF
AND BALANCE)
AMBIENT PRESSURE
REFERENCE PRESSURE
C CABIN PRESSURE
USED ONLY ON SAFETY VALVE zp II
Figure 9-6. Outflow Valve
attached to the forward pressure bulkhead and aligned pressure acting on one side of the pressure relief
with an air discharge port, opening into the unpres- diaphragm exceeds the force of static pressure and
surized nose section. The base of the valve flange the pressure relief calibration spring load acting on
is attached to the pressure bulkhead by bolts. Both the other side of the pressure relief diaphragm.
the flange mounting and attaching hardware are seal- Under this condition cabin air pressure is sufficient
ed to prevent cabin air leakage. Principle parts of to cause the pressure relief diaphragm assembly to
the outflow valve and the manner in which it operates move in a direction that will compress the relief
are shown in Figure 9-6. The head of the valve is valve spring, permitting the metering valve shaft to
connected to the pressure controller reference pres- contact the adjusting screw and open the metering
sure line and a static air source. A poppet valve, valve. Cabin air in the reference chamber is then
which seats against the base of the outflow valve, discharged to atmosphere through the static pressure
controls the flow of cabin pressurized air being dis- opening, permitting a new reference pressure to be
charged through a port in the forward pressure bulk- established within the outflow valve reference cham-
head. When the outflow valve is in operation, a refer- ber. This cabin-to-reference pressure differential
ence pressure from the cabin pressure controller is causes the outflow poppet valve to modulate so that
applied to the interior of the valve reference chamber, air is discharged from the cabin and differential pres-
This reference pressure acts against the aft surface sure is maintained at the desired setting.
of the outflow valve diaphragm and is opposed by cabin
pressure and the force being exerted by the poppet Vacuum Relief
valve return spring acting against the forward side of
the actuator diaphragm. As long as the cabin-to-dis- Vacuum relief occurs when atmospheric air pres-
charge pressure differential does not exceed the value sure exceeds cabin air pressure. Atmospheric air
established by the pressurization controller setting, pressure acts against the vacuum relief and balance
the poppet valve remains closed. When cabin pressure portion of the butflow valve diaphragm and poppet
increases, reference pressure from the cabin pres- valve cover plate, overcomes the reference chamber
sure controller is reduced. This allows cabin pres- pressure and poppet valve spring tension, and opens
sure toforce the poppet valve off its seat and permits the valve to permit atmospheric air toenter: the cabin
pressurized cabin air to discharge into the unpres- and equalize the pressures. The poppet valve then
surized nose section. returns to the closed position.
Cabin Pressure Relief Depressurization
Pressure relief occurs when cabin-to-atmospheric Solenoid operated valves, energized by the depres-
pressure differential reaches the maximum allowable surization switch and the ground contact switch, are
rating of 4. 2 psi differential. At this point, cabin air installed in the reference pressure line from the
9-10
690
MAINTENANCE MANUAI Section IX
E!ivironmental
pressure controller to the outflow valve and at the WOTE

dump port of the safety valve. When the solenoid
valves are energized either by the ground contact If cabin pressure exceeds red line?
switch or the depressurization switch, the reference replace outflow valve.
chamber of the outflow and safety valve are vented to
atmosphere. The reduced pressure in the reference e. Remove masking tape from left pressurization
chamber allows reference-to-cabin differential pres- system static port and block right pressurization
sure poppet valve of the outflow and safety
to open the system static port with masking tape.
valve expelling cabin air to atmosphere. The de-
pressurization switch is provided for inflight rapid WOTE
depressurization, and the ground contact switch pre-
vents pressurization of the aircraft on the ground. If cabin pressure exceeds red Line,
A light (DE PRESS CABIN) in the annunciator panel replace safety valve.
indicates the pressurization switch position is not
appropriate for pressurization. The solenoidope- f. Remove masking tape from right pressuriza-
rated valves are open and depressurizing the aircraft. tion system static port.
The switch should be placed in the PRESS position to g. Unblock pressurization controller static port.
pressurize the aircraft. h. Install access cover to nose equipment corn-
partment.
SAFETY VALVE. The safety valve is an outflow
valve that is isolated from the cabin pressure con- SAFETY VALVE VACUUM ADJUSTMENT. Rapid
troller reference pressure. The safety valve provides action of the pressurization safety valve is dependent
a safety release for cabin overpressure or the elimi- on the correct application of suction to the reference
nation of a negative cabin pressure in the event of chamber of the valve. Vacuum reducing valve setting
outflow valve malfunction. The safety valve is located is checked as follows:
on the forward pressure bulkhead, to the left and be-
low the outflow valve, and is attached to the bulkhead a. Remove which connects dump valve sole-
tubing
in a like manner. The reference pressure port of the noid and vacuum reducing valve.
safety valve i s conne cted t o the autopi lot /in st ru m ent b. Install a test line, incorporating a tee fitting at
vacuum reducing valve. a convenient location in the line, in place of original
tubing and install a differential test gage calibrated in

inches H20 on the tee fitting.
OUTFLOW/SAFETY VALVE CHECK. (100 Hour c. Start right engine, and check suction gage on
Periodic Inspection Requirement. instrument panel for an indication of 3.8 to 5.9 inches
Hg. Place pressurization switch in DEPRESS posi-
To perform an outflow/safety valve check, proceed tion and adjust vacuum reducing valve to obtain minus
as follows: 10 inches of water on test gage. Safety valve should
be wide open when these conditions are met.
a. Remove access cover to nose equipment com- d´• Stop engine, remove test set-up and install
partment and block pressurization controller static original tubing between dump valve.
port.
b. With enginesrunning, trip (pall) cabin depress
circuit breaker, deactivating the ground contact CABIN PRESSURIZATION SYSTEM-FUNCTIONAL fESf
(squat) switch.
A functional test of the cabin pressurization control
system may be accomplished by operating the aircraft
engines. Before starting a pressurization system
wnlwlno I functional check the aircraft should be parked in an
area away from personnel and facilities and headed

into the wind. Cabin doors, cockpit windows and the
Do not block both outflow/safety valve emergency exit may be securely closed and personnel
static sources simultaneously. Pres- should be warned that a cabin pressurization test is in
surization willoccur. progress. A ground or flight test of the pressufiza-
Damage to the
drums of personnel tion system should be accomplished after pressuri-
ear working inside
the zation system maintenance. A ground test of the
airplane may occur, if overpressuri-
zation is not corrected. Structural pressurization system is mandatory when structural
damage to airplane may result from repairs are accomplished in the pressurized cabin
area with particular attention given to the detection
overpressuri zation.
of leakage at the repair area. Accomplish the pres-
Set cabin altitude controller off surization system functional test as follows:
c. scale, below
sea level.
d. When cabin pressure reaches maximum nP, a. Disconnect left ground contact switchl or I~lt
block the left pressurizat~on system static port with DEPRESS circuit breaker, deactivating the grctund
masking tape, contact switch.
Change 3 ’3-11
690
Section M MAINTENANCE MANUAL
Environmental
b. Set cabin altitude controller off scale below GROUND CONTACT (SQUAT) SWITCH. ADJU
field ele~vation. PROCEDURES. The ground contact switch is located
c. Position rate control to 500-feet per minute, on the forkassembly of the left main landing gear
d. Place air conditioning selector switch in OFF/ (Refer Figure 9-6A). To adjust the ground contact
to
RAM AIR position and cabin pressurization switch to switch, proceed as follows:
DEPRESS.
a. Jack airplane in accordance with procedures
outlined in Section II. Ensure that left main wheel is
CAUtlON
completely off the ground.
NOTE
Operation of the aircraft, on the ground
or in flight, shall be accomplished in Oleo strut should be fully extended.
accordance with the applicable Airplane
Flight Manual. b. Loosen lockscrew on lever.
c. Turn worm gear adjustment screw until conti-
e. Start left engine and visually check that safety nuity is obtained between terminals 1 and 3 of switch,
valve is wide open, and NO FARTHER.
f. Place pressurization switch in PRESS position d´• Lower airplane until oleo strut is compressed
and air conditioning selector switch in AUTO position. 1. 00 0.25, -0.00) inch.
Check to that safety valve closes.
assure e. Check that continuity between terminals 1 and 3
g. Place pressurization switch in DEPRESS posi- is broken.
tion and air conditioning selector switch in OFF/
NOTE
RAM ALR position and start right engine. Check to
assure that safety valve is wide open. If continuity is not broken make adjust-
h. Placepressurization switch in PRESS position ment (back off) of worm gear adjustment
and air conditioning selector inAUTO position. Check screw until continuity between terminals
to that 1 and 3 is broken.
assure safety valve closes gradually.
i. With air conditioning selector switch in AUTO
controller by rotating coun- I. Tighten lockscrew.
position, adjust altitude
terclockwise to obtain maximum cabin pressure 8. Remove airplane from jack as outlined in Sec’-
differential. Operate both engines at 86 percent rpm. tion II.
Allow cabin pressure to increase to 4.0 psi differential
as indicated on the cabin altimeter and differential
pressure gage. LOWER
SCISSOR --------L?iX
LOCKNUT -t~_
WARNING
WASHER
ADJUSTABLE BRACKET
WORMGEAR
Cabin pressure differential must not
SCREW GROUND CONTACT
exceed 4. 2 psi. In case of emergency
TCH
depressurize cabin by rotating altitude
control to 1000 feet above field eleva- I BOLT
tion and rate selector to maximum
position.
j. Move cabin
temperature selector to madmum
FORKb I
COOL position,
and place air conditioning selector LMAIN
switch in OVER-RIDE position. Cabin should begin to WHEEL
cool immediately.
k. Depressurize cabin by turning cabin altitude
selector to indicate 1000-feet above field elevation I‘
and adjust cabin rate as desired. 42 3LB-1
i. Stop engines and connect ground contact switch

disconnected in step a. Figure 9-6A. Ground Contact Switch
9-12 ChangeC
690
MAINTENANCE MANUAL Section M
Environmental
CABIN TEMPERATURE CONTROLS Cabin Temperature Sensing Element (Negative Tem-

perature Element)
The cabin air conditioning selector switch has three
positions: AUTO, OFF/RAM AIR, and OVER-RIDE. The cabin temperature sensing element (nchrative
A cabin temperature selector switch, installed on the temperature element) is the primary temperature
instrument sub panel, permits cabin temperature sensing device for control of cabin temperature. It is
selectionbetween 600and1000F. Cabintemperature located on the right side of cabin, just aft of the co-
control is functional any time the air conditioning pilots seat, and employs a fan Co generate a flow of
switch is in AUTO position. When the air condition- cabin air over the sensing element. The cabin tem-
ing selector switch is in AUTO, maximum cooling is perature sensing element operates on telllperature
provided when the cabin temperature selector switch drop, anticipates the need for change in cabin tem-
is set to maximum cool. The cabin temperature perature and initiates the required electrical signals
selector will electrically override the temperature which reposition the hot air and heat exchanger valves
sensing elements of the temperature control system as necessary to maintain selected cabin temperature.
to establish selected cabin temperatures. Normally

WOTE
the air conditioning selector switch will be maintained
in the AUTO position. This switch position will pro- valve is effective
The heat exchanger
vide the complete range of cabin temperature control, on serialnumbers 11001 through 11029
as establi shed by the cabin tempe rature control setting,
only.
for all ground or inflight air conditioning require-
ments. The OVER-RIDE and OFF/RAM AIR positions Cabin Temperature Sensing Element Removal and
of the air conditioning selector switch may be used Installation.
in event of system malfunction.
To remove the sensing element, proceed as follows:

TEMPERATURE SENSING ELEMENT. Sensing ele-
ments anticipate changes in cabin temperature and a. Move copilot seat forward.
automatically regulate temperature according to the b~ Remove attaching screws from temperature
temperature selected on the cabin temperature con- sensor.
trol. These temperature sensors transmit electrical c. Disconnect electrical connections from sensing
signals to the hot air and heat exchanger valves, caus- element.
ing these valves to cycle as necessary to maintain the d, Remove sensing element.
selected cabin temperature within plus or minus 3
degrees. The installation procedure for the cabin temperature
sensing element is the reverse of the removal pro-
WOTI cedure.
The heat exchanger valve is effective CABIN AIR CONDITIONING FUNCTIONS. Inlorma-
on serialnumbers 11001 through 11029 tion contained in the following paragraphs describes
only. the functions of the air conditioning system in each
mode of operation as established by the air condition-
ing selector switch. Figures 9-7 and 9-10 portray
Plenum Air Temperature Sensing Element the air flow and positions of the air inlet valve, heat
exchanger valve and hot air valve.
The plenum air temperature sensing element, lo-
cated in the plenum chamber, functions as a cabin WOtl
temperature sensor and operates in conjunction with
The heat exchanger valve is effective
the outside air temperature and cabin temperature
on serialnumbers 11001 through 11029
sensing elements. This sensor reacts to a tempera-
ture increase in the plenum chamber and anticipates only.
a change in cabin temperature.
Override Air Conditioning (OVER-RIDE)
Outside Air Temperature Sensing Element
In the OVER-RIDE pressurization mode, engine bleed
This temperature sensing element is located in the
air valves tothe two primary jet pumps are open, and
ram air inlet air scoop. It operates on a temperature
the engine bleed air valve to the auxiliary jet pump is
increase of inlet air thereby anticipating a change in closed (see Figure 9-7). In the override pressuriza-
cabin tion mode the pressurization system automatically

air temperature and initiates the necessary
electrical controls operation of the pressurization and air con-
signals to cycle the hot air and heat ex-
changer valves to maintain a constant cabin air tem- ditioning components as selected by the pilot, except
when manualoverride temperature switch is activated
perature.
to provide immediate changes in temperature.
WOTE
Automatic Air Conditioning (A UTO)
The heat exchanger valve is effective
on serialnumbers 11001 through 11029 AUTO is the normal operating mode of the environ-
only, mental air conditioning system (see Figure 9-8).
Change 4 9-12A/9-12B
690
Environ mental
EFFECTIVE SERIAL PRIMARY JET PUMP SHUTOFF

NUMBERS 11001 VALVES (MANUALLY CONTROLLED)
THRU 11029. TO THE OPEN POSITION AUXILIARY JET PUMP
BY BLEED SELECTOR SWITCH) SHUTOFF VALVE CLOSED
R. ENG. BLEED AIR~

TO VAC. SYSTEM C
L.ENG. BLEED AIR~
HEAT EXCHANGER VALVE.

TO AFT PRESSURE
BULKHEAD
HEAD OUTLETl::fi
OVER--~
COOLING AIR
I)
1,
DISCHARGE
AMBIENT (RAM) AIR

TD LOWER CABM(I INLET CHECK
AIR OUTLETS
AND DEFROSTERS C~ VALVE (AUTO)
HOT AIR VALVE
(POS~ION DETERMINED BY
MANUAL OVERRIDE SWITCH)
ENGINE BLEED AIR
PCOMPRESSED
micmm~RLA
AMBIENT
HOT AIR
COLD AIR SUPER COLD AIR
FT~mP CONDITIONED AIR 29 ~d
EFFECTIVE SERIAL AUXILIARY JET PUMP

PRIMARY JET PUMP SHUTOFF
NUMBERS 11030 AND
VALVE (MANUALLY CONTROLLED SHUTOFF VALVE CLOSED
SUBSEQUENT
TO THE: OPEN POSITION
BY BLEED SELECTOR SWITCH)
R.ENG.BLEED
VACUUM SYSTEM
.ENG.BLEED AIR
TO AFT ~RESSURE
BULKHEAD OVER--
HEAD OUTLET
HOT AIR VALVE
L
TO LOWER CABIN
DISCHARGECOOLING ALR
AIR OUT LETS

AND DEFROSTERS
AMBIENT (RAM)AIR
INLET CHECK VALVE (AUTO)
ENGINE BLEED AIR
AMBIENT AIR
F~ COMPRESSED HOT AIR
COLD AIR
~P CONDITIONED AIR
SUPER COLD AIR
O
Figure 9-7. Override Condition

9-13
690
Environmental

NUMBERS 11001 THRU SHUTOFF VALVE (POSITION
11029. PRIMARY JET PUMP SHUTOFF DETERMINED BY SPEED
VALVES (OPEN) SENSOR SWITCHES)
R. ENG.BLEED AIR~
TO VAC. SYSTEMC
L.ENG.BLEED AIR~
HEAT EXCHANGER VALVE

TO AFT PRESSURE (AUTOMATIC)
BULKHEAD OVER-
HEAD OUTLET LING ALR
i
TO LOWER CABIN L
DISCHARGE-]
AMBIENT (RAM) AIR INLET
AIR OUTLETS CHECK VALVE (AUTO)
AND DE FROSTERS
HOT AIR VALVE

(AUTOMATIC)
ENGINE BLEED AIR

AIR
COMPRESSED HOT AIR
~COLD AIR COLD AIR
CONDITIONED AIR
29 46

NUMBERS 11030 AND SHUTOFF VALVE (POSITION
SUBSEQUENT DETERMINED BY SPEED
VALVES (OPEN)
SENSOR SWITCHES)
R.ENG.BLEED
TO VACUUM SYSTEM
L.ENG. BLEED AIR
TO AFT PRESSURE
BULKHEAD OVE R--C .il´•i ´•i´•:;:´•);;i:´•;-:-´•´•i .;-;-.-7
HEAD OUTLET
L
TO LOWER CABIN.
1
~COOLING AIR~
DISCHARGE T
AIR OUTLETS
AND DE FROSTERS
AMBIENT (RAM) AIR

INLET CHECK
ENGINE BLEED AIR
VALVE (AUTO)
AMBIENT AIR
mmm~mm COMPRESSED HOT AIR
COLD AIR SUPER COLD AIR
~C\Tm9 CONDITIONED AIR
R ~g*:
29 46
Figure 9-8. Automatic Cooling Condition
9-14
690
Environmental

NUMBERS 11001 SHUTOFF VALVE (CLOSED)
VALVES (CLOSED
THRU 11029.
R. ENG.BLEED AIR~
TO VAC. SYSTEMC
L.ENG. BLEED AIR~
HEAT EXCHANGER VALVE

TO AFT PRESSURE (AUTOMATIC)
BULKHEAD OVER--~
HEAD OUTLET (COOLINGAlR
1,
TO MWER CABIN
nn~MsIENT
ISCHARGE
(RAhl) AIR
C INLET CHECK
AIROUTLETS
AND DEFROSTERS
VALVE (AUTO)
HOT AIR VALVE

(AUTOMATIC)
ENGINE BLEED AIR

AMBIENT AIR
29~6
EFFECTIVE SERIAL
ERS 11030 AND PRIMARY JET PUMP SHUTOFF AUXILIARY JET PUMP
SUBSEQUENT VALVES (CLOSEDJ SHUTOFF VALVE (CLOSED)
R. ENG.BLEED AIR
TO VACU~JM SYSTEM
L.ENG.BLEED AIR
TO AFT PRESSURE
BULKHEAD OVER-
HEAD OUTLET
L
HOT AIR VALVE
COOLING AIRI
DISCHARGE T
TO LOWER CABIN
AIR OUTLETS
AND DE FROSTERS
AMBIENT (RAM) AIR INLET
CHECK VALVE (AUTO)
ENGINE BLEED AIR

AMBIENT AIR
Iplb
Figure 9-9. Ram Air Condition
9-15
690
Environmental
When operating in this mode cabin temperatures are 2. Hot air valve OPEN
automatically regulated for ground or inflight opera- 3. Ground blower MOPERATIVE.
tion according to the cabin temperature selector 4. Inlet air check valve AUTOMATIC.
setting. Cabin temperatures are regulated between 5, Primary jet pump valves OPEN.
600 and 100oF as selected by the pilot. A light is 6. Aulriliary jet pump valve CLOSED.
provided in the annunciator panel to give an indica- 7. Auxiliary jet pump valveon light ~L-
tion that the automatic temperature control is inopera- LUMLNATED.
tive or the air conditioning selector switch is not in e. Press override temperature switch to the COOL
automatic (CABIN AUTO TEMP OFF). Both engines position.
must be operating to obtain maximum efficiency of the I. Heat exchanger valve CLOSED (A/C
environmental air conditioning system. During flight 11001 through 11029).
the pressurization system is normally operated on 2. Hot air valve CLOSED.
conditioned air with cabin temperature being main- 3. Ground blower OPERATING.
tained by the cabin temperature sensing system. 4. Inlet air check valve AUTOMATIC.
5. Primary jet pump valves OPEN.
Ram Air Ventilating (OFF/RAM AIR) 6. Au~xiliary jet pump valve CLOSED.
7. Auxiliary jet pump valve on light- EX-
The OFF/RAM AIRposition of the air conditioning T~GUISHED.
selector switch de-energizes all electrical operated f. Place air conditioning selector switch in OFF/
valves, ground blower, and primary compressor. RAM AIR.
In flight ram air enters the ram air intake area and 1. Heat exchangervalve AUTOMATIC.
opens the mechanical inlet air check valve. The ram 2. Hot air valve AUTOMATIC.
air then passes through the transition and plenum 3. Ground blower INOPERATIVE.
assemblies where it is directed to the cabin area 4. Inlet air check valve AUTOMATIC.
through ducting (see Figure 9-9). 5. Primary jet pump valve CLOSED.
6. Au~liary jet pump valve CLOSED.
7. Auxiliary jet pump on light OFF.
ENVIRONMENTAL ELECTRICAL SYSTEM- g. Place air condition selector switch in AUTO-
FUNCTIONAL TEST matic position.
h. Place bleed air selector switch to L. ENGine
This functional test procedure requires a visual in- position.
spection of the operating components to determine 1. Left primary jet pump valve OPEN.
that all units operate in the correct sequence and 2. Right primary jet pump valve CLOSED.
manner prescribed. Precision instruments must be i. Place bleed air selector switch to R. ENGine
used to perform voltage and resistance checks. position.
1. Right primary jet pump valve OPEN.
a. conditioning selector switch in AUTO
Place air 2. Left primary jet pump valve CLOSED.
3. Place bleed air selector switch in NOR-
position and position cabin temperature control to
ma~mum COOL. MAL.
i. Ground blower OPERATING.
2. Heat exchanger valve CLOSED (A/C
11001 thru 11029).
3. Hot air valve CLOSED. OXYGEN SYSTEM
4. Inlet air check valve ton top of transition
unit)- AUTOMATIC.
5. Primary jet pump valves OPEN. GENERAL
6. Aulriliary jet pump valve CLOSED (when
engine speed is above 90 percent of madmum An oxygen storage bottle, installed in the baggage
speed), compartment, supplies high pressure oxygen to a
7. Aulriliary jet pump valve on light OFF. regulator assembly located below the copilot’s side
8. Loss of power in system, cabin auto window (see Figure 9-10 for schematic drawing of
temp off light ILLUMINATED. oxygen system). The regulator assembly, consist-
b. Position cabintemperature control to maximum ing of an oxygen pressure gage, flow indicating gage,
WARM. and altitude adjusting valve, supplies low pressure
i. Heat exchanger valve OPEN (A/C 11001 oxygen to the crew and passenger outlets. Low pres-
through 11029). sure oxygen to the outlets is controlled by the altitude
2. Hot air valve OPEN. adjusting valve. This valve regulates the oxygen
3. Ground blower INOPERATIVE. pressure and flow rate available at the oXygen outlets
c. Place air conditioning selector switch in OVER- according to aircraft altitude. It also serves as the
RIDE position. oxygen system shutoff valve when the system is not
d. Press override temperature switch to the HEAT in use. The indicator depicts oxygen flow in
flow
position, terms of aircraft altitude and the pressure gage in-
i. Heat exchanger valve OPEN (A/C 11001 dicates the amount of oxygen pressure remaining in
through 11029). the storage bottles. Cabin oxygen outlets (Figure 9-
9-16
690
Environmental
OXYGEN
o
REGULATOR
COPILOT’ S
OUTLET
o o
o o
OXYGEN
SUPPLY
PILOT’S
I i PASSENGER
OUTLET
OUTLETS
OXYGEN
MASK
CONNECTOR
FLOW
INDICATOR
Figure 9-10. Oxygen System
12) incorporate a spring-loaded check valve which

stops the flow of oxygen when the oxygen mask is WARNING
disconnected.
Do not permit smoking or open flanle
OXYGEN SYSTEM CHECKS AND REPAIR in or near aircraft while work is being
performed on the oxygen systel~l or
OXYGEN SYSTEM OPERATIONAL CHECK. An oxy- when the system is turned on. Guard
gen system operational check may be accomplished against inadvertently engaging the cigar
as follows: lighter.
a. Inspect all masks, rebreather bags, and mask OXYGEN SYSTEM LEAKAGE CHECK. To check the
tubing for holes, tears, and cleanliness. console oxygen system for I,ossittle leaks, proceed
b. Slowly open altitude adjusting valve until alti- as follows:
tude adjusting gage reads 10, 000 feet.
c. Plug a mask into each oxygen outlet and check a. Slowly open the oxygen supply shutoff valve on
for proper oxygen flow. The red indicator in the mask oxygen cylinder. Allow about five minutes for the
tubing will not be visible when oxygen is flowing. temperature of the oxygen system to stabilize. Note
and compare readings on the oxygen supply cylinder
WOTI pressure gage and the system I,ressure gage. Gage
readings should be the salne.
To plug mask into the oxygen outlets,
insert plug on mask tubing into outlet WO1E
and turn clockwise.
In the event that a temperature change
d. Remove plug from outlet and stow mask.

mask greater than 100F (5. 50C) occurs dur-
e. Turn altitude adjusting knob counterclockwise ing any of the following tests, pressure
to OFF position. The indicator needle on altitude readings will have to be corrected for
adjusting gage should remain at 10, 000 feet, temperature or the test recollducted
f. Depress check valve in an outlet and bleed out- under stable temperature conditions.
letsystem until no pressure is indicated on altitude
adjusting gage. b. Slowly open altitude adjusting valve, turlli~rg
9-17
690
Environmental
HIGH-PRESSURE GAGE
FACEPLATE
~i
,GAGE LENS
ALTITUDE I
GAGE BEZEL
ADJUSTING GAGE
REGULATOR
ALTPT UDE
ADJUSTING
KNOB
REGULATOR ASSEMBL
ATTACHING SCREWS
FACEPLATE
ATTACHING
SCREWS 1211 10
Figure 9-11. Oxygen Regulator Assembly
RETAINER NUT
CHECK VALVE
CHECK VAL
SCREW
PORTION OF OUTLET
FILTER SCREEN
OUTER BODY
/I
I
GASKET
211
Figure 9-\2. Oxygen Outlet

9-18
690
Environmental
clockwise, until altitude gage reads 10, 000 feet. c. Bleed all oxygen out of oxygen distribution tub-
e. Plug a mask into each oxygen outlet to deter- ing by plugging an oxygen mask into an oxygen outlet
mine that oxygen is flowing. The red flow indicator or depressing the check valve on an
oxygen outlet
in the mask tubing will not be visible when oxygen is untilthe high-pressure gage of the regulator assem-
flowing. bly reads zero.
d. Remove altitude adjusting valve knob.

990’99 e. Remove attaching screws from cornersof regu-
lator faceplate.
To plug mask into the oxygen outlets, f. Remove screws on both sides of altitude adjust-
insert plug on mask tubing into the outing knob.
let and turn clockwise. Remove bezel and gage lens from gages (turn
g.
counterclockwise) and remove regulator faceplate.
d. Slowly open altitude adjusting valve until alti- h. Replace bezel and lens on gages.
tude gage indicates 30, 000 feet. i. Disconnect inlet and outlet tubes from nipples,
e. Close oxygen supply shutoff valve. Again note remove regulator, and cap tubing and regulator nipples
system pressure gage reading and aircraft cabin tem- to prevent entry of foreign particles.
perature.
f. During a two hour test period, if system pres- The installation of the oxygen regulator assembly is
sure gage reading falls (when adjusting to original the reverse of the removalprocedure. Prior to in-
temperature) a leak exists between the system shutoff stalling faceplate the altitude adjusting valve knob
valve and the oxygen outlets. should be temporarily replaced and an oxygen leak
g. If a leak is detected, remove upholstery panels check performed. Rectorseal No. 15 or Mil-T-5542B
as required by applying Type CG Sher-
and trace leak anti-seize and sealing compound may be used spar-
lock Leak Detector or equivalent. If commercial leak ingly on tapered threads of nipples to assure adequate
detector is not available, a solution of castile soap sealing. When installation is complete an oxygen leak
and water may be substituted. Make certain that leak check should be performed.
detector solutionused contains no grease or oil to con-
taminate oxygen system. After testing, thoroughly OXYGEN OUTLET ASSEMBLY REPAIR. The follow-
remove prevent corrosion.
all solution to ing procedures may be used to repair oxygen outlets.
h. Replace faulty components. When repair parts are not available the outlet assem-
i. Repeat steps d. through h. until the system bly should be removed and replaced.
pressure gage reading remains unchanged for two
hours. a. Turn altitude adjusting valve knob to OFF posi-
tion and bleed outlet system.
990’91 b. Loosen set screw on face of outlet (see Figure
9-12).
The following three checks may be per- c. Remove center portion of outlet, using a small
formed separately as desired since the screwdriver.
results will not necessarily indicate d. Remove check valve and check valve spring by
system leakage, but valve leakage from pulling them through the neoprene gasket with apair
section to section in the system. Do of needle-nose pliers.
not force any oxygen system valve e. Remove neoprene gasket by inserting a slim
closed or seat seal may be damaged. (smalldiameter) screwdriver into the recess around
outside edge of gasket and prying gasket toward cen-
j. Close oxygen supply shutoffvalve, bleed system ter. Lift up and work gasket out of recess. Gasket
pressure to zero, then close the altitude adjusting can then be removed with a pair of needle-nose pliers.
valve. Any increase on the console pressure gage f. Place replacement spring and check valve into
indicates leak in the oxygen supply
a shutoff valve, recess of outlet with large end of check valve seated
k. Bleed system to zero, close altitude adjusting inside spring.
valve and open oxygen supply shutoff valve.
slowly g. Start gasket into outlet recess and work it down
Any increase recorded on the altitude gage indicates into its recessed groove with a smooth blunt-edged
leakage through the altitude adjusting valve. tool. Do not damage outlet threads or gasket.
i. Close oxygen supply shutoff valve on oxygen cy- h. Inspect gasket for proper seating in recessed
linder and bleed system to zero. If console pressure groove.
gage and altitude gage pointers do not return to zero, i. Install center portion of outlet and tighten set
the gages have been damaged and should be replaced, screw.
j. an oxygen mask four or

Connect and disconnect
OXYGEN REGULATOR ASSEMBLY REMOVAL AND five times to proper seating of check valve.
assure
INSTALLATION. To remove the oxygen regulator k. Turn altitude adjusting valve knob clockwise
assembly (see Figure 9-11), proceed as follows: until a 30, 000 foot indication is reached on altitude
adjusting gage, and check repaired outlet for leaks.
a. Close shutoff valve on oxygen storage cylinder, i. Turn altitude adjusting knob to the OFF posi-
b. Turn altitude adjusting knob clockwise until a tion and bleed outlet system to a zero indication on
reading is obtained on altitude adjusting gage. Do not the altitude adjusting gage.
turn knob too far or damage to theregulator may re-
sult. Do not smoke or allow open flames in or near OXYGEN OUTLET ASSEMBLlES REMOVAL AND IN-
the aircraft during removal operations. STALLATION. Removal of oxygen outlet assemblies
9-19
690
Environmental
is accomplished as follows: reverse of the removal procedure. Prior to replac-

ing panels and/or upholstery an oxygen leak check
a. Remove outlet assembly retainer nut (see Fig- should be performed. Rectorseal No. 15 or MIL-T-
ure 9-12). 5542B anti-seize and sealing compound may be used
b. Remove panels and/or upholstery to gain access on tapered threads of nipples to assure adequate seal-
to outlet mounting bracket and outlet supply tubing for ing.

outlet being removed.
c. Disconnect supply tubing at union(s) immediate- OXYGEN REGULATOR ASSEMBLY REPAIR. Repair
ly adjacent to outlet. of the oxygen regulator assemblies should be limited
d. Remove outlet assembly and cap tubing to pre- to replacement of gages, gage lenses, and gage bezels.
vent entry of foreign particles. If the altitude adjusting valve (regulator) malfunctions
return the regulator assembly to a certified repair
The installation of oxygen outlet assemblies is the station for overhaul.
9-20
SECTION
ELECTRICAL SYSTEM
690
MAINTENANCE MANUAL Section X
Electrical
SECTION X
ELECTRICAL SYSTEM
TABLE OF CONTENTS
Page Page
GENERAL DESCRIPTION 10- 1 Fuel Boost Pumps andShutoff Valves 10-11
POWER DISTRIBUTION 10- 1 Fuel Quantity Indicator r0-11
Battery 10-1 Fuel Vent Heaters (Optional). .............10-11
Battery Temperature Monitoring System 10- 2 ~NSTRUMENT CIRCUITS 10-12
ExternalPower 10- 5 Stall Warning System 10-12
Starter-Generator 10- 5 Tachometer-Generator 10-12
Circuit Breaker Panel 10- 6 Beta Lights 10-12
ANNUNCIATOR SYSTEM 10- 6 Rudder and Elevator Trim Tab
Annunciator Panel Lamp Replacement 10- 8 Position Indicators .10-13
LIGHTING SYSTEM CIRCUITS 10- 8 Aileron Trim Tab Position Indicator,,,.... 10-14
Interior Lights 10- 8 Wing Flap Position Indicator 10-15
Exterior Lights 10- 8 Pitot and Stall Warning Heaters 10-15
HYDRAULIC SYSTEM CIRCUITS 10-10 MISCELLANEOUS CIRCUITS 10-15
Hydraulic Shutoff Valve 10-10 Cabin Door Lock and Warning Light 10-15
Auxiliary Hydraulic Pump 10-10 Cigarette Lighter 10-15
POWER PLANT CIRCUITS 10-10 Spare Wires 10-15
Propeller Unfeathering Pumps 10-10 ELECTRICAL SYSTEM REFERENCE 10-15
FUEL SYSTEM CIRCUITS 10-11
GENERAL DESCRIPTION an external power unit, the aircraft battery system
or the aircraft starter-generator. The main bus then
distributes electrical power to various control and
The primary source of electrical power for the 28- distribution buses through circuit breakers as shown
volt de electrical system installed in the aircraft in Figure 10-1 and 10-2. In the event of a control bus
consists of two 30-volt, 300-ampere engine-driven or failure, as indicated by a bus off
distribution bus
starter-generators. Electricalpower may also be light,transfer of electrical power from one bus to
obtained from two air-cooled 24-volt nickel-cadmium another can be accomplished by isolating the electrical
storage batteries and from an external power source fault and closing the appropriate bus tie circuit breaker.
connected to the external power receptacle. The Loss of electrical power to the respective radio bus
batteries willprovide sufficient power for starting the can be determined by the failure of equipment on the
engines in addition to furnishing an emergency source affected bus. The cabin bus controlled by a remote
of electrical power in the event both generators fail. controlled circuit breaker can be reset if the breaker
An externalpower source should be used when per- was tripped due to an excessive overload or a faulty
forming maintenance which requires electrical power. grounded circuit. Before resetting the remote con-
A reverse current relay is installed in each starter- trolled circuit breaker isolate the faulty circuit(s) by
generator circuit to prevent generator motoring. A assuring that the circuit breaker for the faulty circuit
feeder protection relay installed on each generator is tripped.
will disable the generator in the event a ground fault
or an open circuit occurs in the generator feeders,
which connect the generator to the main bus. Voltage BATTERY

regulators regulate the output voltage of the generators.
Individual circuits for the aircraft lighting systems, Battery power is supplied by two air cooled 24-volt
electrically-operated motors, and other electrical nickel-cadmium batteries installed in the aft fuselage
circuits are protected by circuit breakers and fuses. at station 239.00. The number one battery is ground-
ed through the battery start contactor (K22); and con-
nected to the start bus. The number two battery is
grounded to the airframe structure and connected to
POW ER DISTR IBUTION the main bus by BLC-1 (battery line contactor K19).
Each contactor controlled by the battery switch
is
installed in the overhead switch panel. When the
The main power bus, located in the contactor box, re- battery switch is placed in theON position, the battery
ceives electrical power from three possible sources; contactors connect the batteries in parallel to the
10-1
690
Section X MAINTENANCE MANUAL
Electrical
BUS OFF III BUS OFF

LIGHT BUS TIE SWITCHES LIGHT
(NORMALLY OPEN)
BUSOFF CONTROLBUS DISTRIBUTION BUS BUS OF

LIGH_T OVRHD SW PNL OVRHD SW PNL LJ_GHT
CONTROL BUS ,I I, DISTRIBUTION BUS

CB PNL ~C H CB PNL
CABIN BUS
a
RCB RCB
P RCB
L. GEN I I R. GEN
MAIN BUS
GSC-1 BSC
RCR-1
START
AUX BUS
BLC-1
BLC-P
RCR-8
EPC
-i’ GSC-1
Trll~
BATTERY
’I IEXTERNAL
BATTERYI I I ING. 2
POWER
NO. 1 I I START
OVERVOLTAGE RELAY
START BUS
?lo las
Figure 10-1. Buttery end Bus System
main bus. The main bus in turn supplies power to the amperage to decrease to less than 250 amps before
switch panel and circuit breaker control and distribu- starting second engine. The battery select switch
tion buses. The batteries may be connected either in located in the pilots control pedestal must be in BOTH
series or parallel to the start bus for the engine position to place the batteries in either SERIES or
starting sequence by placing the battery control switch NORMAL (see Figure 10-3). Battery maintenance
in either the SERIES or NORMAL (parallel) position. instructions are contained in Section Ilof this manual.
The SERIES battery position is selected when the
ambient temperature is below OOC or above 320C. BATTERY TEMPERATURE MONITORING SYSTEM
Series will improve starting capability in extreme
cold or hot environmental conditions. Allow amper- A battery temperature monitoring system is incorpo-
age to decrease to less than 250 amps before start- rated in the battery control system to give indication
ing the second engine. A NORMAL battery position is of an overheated battery. This system monitors and
selected when the ambient temperature is between indicates the temperature of each battery through a
OOC and 320C, or when starting warm engines. Allow sensor installed in each battery, amber light, red
10-2 Change 4
690
MAINTL~NANCE MANUAL S~´•cLirlnN
LOADS CONNECTED TO VARIOUS C. D. (CLRCUIT BREAKERS) di C. L1. SW.

(CIRCUrT BREAKER TYPE SWITCHES) ARE SHOWN BELOW. THOSE NOT
SHOWN ARE LOADS WHICH BY VIRTUE OF THEIR NOMENCLATURE ON
THE PANELS ARE THE ON LY ONE’S EXCLUSIVELY CONNECTED.
I,wc~ usre
LII ENG IND CB O ENG START LH C. B.
LH ENGINE TRI CAGE ENGINE STARTER LH
11111111 111)\
(OIL PRESS, OIL TEMP FUEL PRESS) PROP UNFEATHERINC PUMP LH
LH FIRE WARNING START PRESSURE REGULATOR LH
I I,ai*
LH BETA LIGHT ENGINE FUEL VALVE LH
Ill:S~C ,,I,.,,, LH ITT OIL VENT VALVE LH
1115
h ,T,,
/r’ FUEL PUMP CONTROL LH
RI1 LH Il)
m COMPUTER ANNUNCIATION ENGINE SPEED SENSOR LH
,,,,,,,,,Eac Isn nH
3 lu nxr U(;HTS PUI
r
ICEPITVT ~CP YD~T U1 2 RH ENG MD C. B.
r*
Io *STL-LCEPITOT FCELVTST HH RH ENGINE TRI GAGE ENG START RH C.B.
usDlse LIGHTS LH (OLL PRESS, OIL TEMP Q FUEL PRESSIll-\illiYIIII ENGINE STARTER RH
r’ c,~sls n*l) LTS
RH FIRE WARNING PROP UNFEATHERING PUMP RH
EucHTnn
m RH BETA LIGHT ENGINE FUEL VALVE RH
KIDIO 2 E::Y CONTROL OYERRIDE
m, RH ~T START PRESSURE REGULATOR RH
6 ALiTO
O /f\ E::V CUSTROL i PROP SYNC CONTROL OIL VENT VALVE RH
’CIBR. DEPRESS
m LIIC COMP~rrrMEET LIGHT FUEL PUMP CO~PI‘ROL RH

LDG LTS MOTOR
h ’DEICEROYRD
DEICEROYRD
----X~i)
m **r´•lru
OMD&W*RNINSTRC.B. ENGINE SPEED SENSOR RH
BUS BV5 LH RH FUEL FLOW
Off
wo P~DF FUEL CONSUMED INDICATOR
scn
FLAP POSITION AILTRIMC.B.
m RE FRESHMEZT IIAH
09 Icl CABIN DOOR ENTRANCE LT PIU3T GO-PILOT DOME L~GHTS AILERON TRIM ACTUATOR
RUDDER PEDAL LIGHTS AILERON TRIM POSITION INDICATOR
m
j:
,c,,,,,, UY*CORYTOfLET
HP EMER LHRH
Iliur O INDIWARNTRIMC.B. O ~NTI-ICE Q FUEL VENT LH C.B. S’K.
PLUORESCEhT LIGHTS II IFwn SUPPLY~- ELEVATOR TAB POSITION INDICATOR PITOT HEATER LH
RUDDER TAB POSITION INDICATOR FUEL VENT HEATER
/r, ALTERNATE STATIC SOURCE HEATER
srEAEO 9
O
nea HEUY
P i
IND&~HARN GEARC.B.
I,,,,
F:2a
Y
i:LZO BCSTIE(SO)
GEAR CONTROL LIGHTS ANTI-ICE PITOT FUEL VENT RH C. B. SW.
COFTEEBIR
a GEAR WARNING HORN PIT(YT HEATER RH
TUEL ALVE H
FUEL VENT HEATER RH
FUEL VALYE RH INTR UGKI~S BELTS

U"
701--( OBUELG*GEC.B. STALL WARNING HEATER
h FUEL BUANTITY INDICATOR
MTR LLGHTS PAh.ELF
INTR LIGHTS PANELS C B SW
m-~70
~i
EXT LIGHTS *NTI-COL
PT:OP Df ICE HEATER
OCIIBINOEPR~BSCB. INSTRUMENT PANELS (LEFT, CENTER RIGHT)

nP NORM LHIW1 35
FAN ~YEATER YERTER NO. 1 OR SAFETY VALVE OUTFLOW VALVE OVERHEAD SWITCH PANEL
m RADIO-1
RCR AILERON TRIM PANEL
ENG START LH ANTI ICE ENGME INLET RH
SKYPHONE
m O DE ICEROVRDC.B. RADIO PANEL
ENG START LH DE ICE DEFROST BI*IWER
WING EMPENNAGE (PNEUMATIC) SUB PANELS
m RCB MANUAL OPERATION COMPASS LIGHT
---X,) r;\
O
I
LANDING LIGHTS RH
DE ICER CONT C.B. EXT LIGHTS STROBE C. B. SW.
wmck EMPWNAGE (PNEU~IC) WING TIP TAIL POSTIION STROBE
p~ AUTOMATIC OPERATION
RADIO 1
O DE-ICE DEFROST BLOWER C. B. SW.
O DE~CERALCC.B. WINDSHIELD DEFROSTING BLOWER

WINDSHIELD ALCOHOL DE-ICING
-----1~ (PUMP SOLENOID) ANTIICE GENINLET
re GENERATOR INLET AIR ANTI-ICING
ih
a
rx
O WSHLD WIPER C. B. (LH RH)
LH WINDSIIIELD WIPER
it
iC~ re
-L~O
srARTER-
O FUEL VALVE LH C. B.
FUEL TANK SHUT OFF VALVE LH
35~ GENERATOR
h f REVERSE CURRENT
OmELVALYEABC.B.
RESET CONT
FUEL TANK SHUT OFF VALVE RH
25) HPNORM LHC.B.

HORSEPOWER INDICATOR LH
HORSEPOWER LIMITING SYSTEM LH
HP NORM RH C. B.
q
NOTE: BUS LOAD DISTRIBUTION SHOWN IS FOR REFERENCE
ONLY, SEE DETAILED SCHEMATIC FOR SPECIFIC HORSEPOWER INDICATOR RH
AIRCRAFT BUS IX~AD DISTRIBUTION. HORSEPOWER LIMITING SYSTEM RH
17 HP EMER LH RH C. B.
Figure 10-2. Electrical Power Distribution
10-3/10-4
690
Electrical
Il~il
ii~li ii
/1 j / ii
ii
I i."l 1~
C
Figure 10-3. Battery Temperature Indicator
light and temperature indicators in the pilots control placed in the EXT PWR position, power is supplied to
pedestal and a red light in the annunciator panel. The the main bus, located in the de contactor box. Ex-
amber light on the indicator face labeled 1200 will ternal power may be connected to the start bus by
illuminate if the temperature of either battery reaches placing the battery switch in the ON position. When
1200F, see Figure 10-3. A red light labeled HOT using external power assure that the external power
illuminates if the temperatur e of either battery reaches unit is regulated to 26 volts de and capable of providing
1500F. A BAT HOT light inthe annunciator panel will a Minimum of 16 volts and 800 amps during the start-
also illuminate simultaneously with the HOT light. If ing cycle. Do not use an external power unit which
an annunciator illuminates, the temperature indicator produces in excess of 1000 amps during initial start
must be checked to determine which battery is hotter sequence. Observe external power unit ammeter
and has activated the annunciator. The three-position during start. ~urrent greater than 1000 amps may
battery select switch located adjacent to the tempera- produce arcing which can progress to damaged or
ture indicator allows either battery to be isolated stuck starter-generator brushes.
from the aircraft electrical system. The switch nor-
mally remains in the BOTH position. In the event a
battery overheats, the battery select switch is placed STARTER-GENERATOR
to either 1 or 2 position to select the battery withthe
normal temperature range. This isolates the hot A 30-volt, 300-amp starter-generator is installed on
battery. the upper left side of the reduction gear housing of

each engine. The generating mode of the starter-
generator can be activated at engine idle rpm, by
EXTERNAL POWER cycling the generator control switch to its OFF-
RESET position and then returning it to the ON posi-
An external power unit may be connected to the air- tion. With the generator control switch in the on
craft electrical system at the external power recep- position the generator is connected to the main bus.
tacle, located inside the aft fuselage access door. Each starter-generator is provided with a paralleling
The external power receptacle is electrically con- circuit to assure that aircraft electrical load is shared
nected tothe external power contactor (K23), which is properly by both starter-generators, Generator light,
connected to the main bus and controlled by the ex- located in the annunciator panel (see Figure 10-5), is
ternal power switch. When external power is applied illuminated if a particular generator is not connected
at the receptacle and the external power switch is to the main bus. Carbon pile voltage regulators,
10-5
690
Electrical
located immediately aft of the baggage compartment c. With leftengine operating at 96 percent engine
on right side of fuselage, control the output volt-
the rpm, connect precision voltmeter negative lead to
age of each starter-generator by modulating the gen- negative test jack in left voltage regulator base.
erator field voltage. When properly adjusted, the d. Connect positive lead of voltmeter to any con-
voltage regulators also aid in paralleling the current venient post on the main bus in de contactor box and
output from the generator. A reverse current, relay adjust regulator voltage to read 28. 2 (+0, 2) volts.
for each generator circuit is installed in the contactor Turn regulator adjusting screw clockwise to increase
box to prevent reverse current flow to the generators. voltage and counterclockwise to decrease voltage.
CIRCUIT BREAKER PANEL

WOIP
Voltage value shown is for 19 cell batt-
Most electrical systems in the airplane are protected eries. Voltage value for 20 cell batt-
by circuit breakers. These circuit breakers are the eries is 28. 7 (-0, 2).
push-to-reset one-hole mounting type andare install-
ed in a circuit breaker panel mounted under the right e. Connect precision voltmeternegative lead to test
instrument panel. The metal circuit brealter panel is jack right voltage regulator base andrepeat steps a.
in
covered by a false panel. through d., for right voltage regulator adjustment.
Left generator should be off.
CIRCUIT BREAKER PANEL REMOVAL. To remove f´• With engine speeds synchronized at 96 percent
the circuit breaker panel, proceed as follows: engine rpm, place both generator switches in ON
position.
g. Turn on all maximum possible load to aircraft
electrical system.
CAUTION
h. Read and record amperage of generators, as
indicated on the ammeters installed in the right over-
When removing the circuit breaker head switch panel, with various electrical loads ap-
panel, battery cable should be dis-
the plied to the electrical buses. Parallel generator out-
connected from the battery, put as follows:
a. Remove the three screws from the front of the i. Turn paralleling adjustment screw of
false circuit breaker panel, voltage regulator supplying higheramperage
b. Pull the false panel away from the metal panel. one notch counterclockwise to decrease amper-
e. Disconnect the electrical connectors forward of age output.

the circuit breaker panel. 2. Turn paralleling adjustment screw of
d. Remove the four screws attaching the metal voltage regulator supplying lower amperage one
panel and remove the panel, notch clockwise to increase amperage output.
3. Repeat steps i. and 2. until amperage
CIRCUIT BREAKER PANEL INSTALLATION. Install output of each generator reads within 30 amperes
the circuit breaker panel as follows: of the other when a heavy electrical load is
placed on the aircraft electrical system.
a. Connect the electrical connectors to the panel.
b. Place circuit breaker panel in position and in-
stall the attaching four screws.
c. Connect battery to the system. CAUTION
d. Check for proper operation of systems.
e. install false panel.
Observe ITT and oil temperature limits
VOLTAGE REGULATOR ADJUSTMENT, The elec- during ground operation of the engine.
trical equipment must reach normal operating tem-
perature before the voltage-regulators can be accu-
rately adjusted. is, therefore, recommended that

It
final adjustment of voltage regulators be ac complished ANNUWCIATOR SY STEM
immediately after flight. Use a precision voltmeter,
with a known accuracy of 0. 5 percent, to check volt-
age readings when adjusting voltage regulators, An The annunciating system comprised of an annunciator
intercommunication cord between the cockpit and aft panel (see Figure 10-5) installed in the glareshield
baggage compartment will assist in voltage regulator and a control panel, aircraft 11001 thru 11019, in-
adjustment procedures. stalled on the forward side of the aft pressure bulk-
head monitors various aircraft systems as indicated
To adjust the voltage regulators proceed as follows: by the annunciator panel. In the event of a system
failure or if an unsafe flight condition should occur,
a. Immediately after landing, head aircraft into the respective annunciator light for the system being
wind and turn right generator switch to OFF. monitored will illuminate and corrective action can
b. Turn off all possible electrical load on aircraft be taken as necessary. The annunciator system
electrical system, operates on 28-volt de power.
10-6
690
MAINTENANCE MANUAC Section X
Electrical
No voltage. No excitation on generator due to shunt Check continuity of circuit from

field circ~it being open. This may generator positive field terminal,
result from faulty connections, faulty through regulator carbon pile and
regulator or open field. back to generator positive terminal.
Check resistance of generator field.
Check contact between regulator
and contact springs on mounting
base. Correct wiring if it is defec-
tive. Replace generator or regulator
if open circuited or short circuited.
Defective generator. Remove and replace generator.
Defective voltmeter or voltmeter Check with another voltmeter.

connections.
Voltage too low. Faulty regulator adjustment. Adjust per voltage regulator adjust-
ment procedures.
Engine not up to speed. Bring engine up to that speed which

makes the generator run at minimum
speed for regulation, or faster.
Voltage too high. Faulty regulator adjustment. Adjust per voltage regulator adjust-
ment procedures.
Regulator coil circuit open. Check contact between regulator and

contact springs on mounting base.
If this is good, unplug regulator and
check continuity of potential coil cir-
cuit. If defective, remove and re-
place regulator.
Unstable operation. Faulty regulator adjustment. Adjust per voltage regulator adjust-
ment procedures.
Incorrect generator characteristic Correct brush setting on generator.

may cause regulator instability. See generator manufacturer’s in-
Check regulator on another generator structions.
to determine if fault lies with generator.
Figure 10-4. Voltage Regulator Trouble Shooting

10-7
690
Section X MAINT~NANCE MANUAL
Electrical
AIRCRAFT 11001- 11019
MONITOR II
Llrr TRIM T a B FAIL LOW FUEL I srr* IaNGT I RIOH
F F
cAsluAuro /CVOLT SURF"C~ INGIN~
TEST
rrMP OPP WARNING
DOOR DE-ICE \L ANTI-ICE
R
R R
caslklisovr H.T.*NIINNPI UX)tT CABIN
E L GENERATOR a E
10,000 FT. OVT ON PRESS.
AIRCRAFT 11020 AND SUBS Ila 162
terra TRIM NOT PROP SYNC RB~IPI RIGH7

188 fPII1 LOW
RaNGt IN lo POSN W~RNING RANG~
F F
LrNt CABIN P.UIO AC VOLTS DOOR SURIACt RrNG
PINTI-ICf ILMP Orr WARNING WARNING Dr-ICr ON PINTI´•IC~
R R
E LGEN
CABIN PIBDVE HI hN1INNf~ nUX Jtl PUMP Dr PRrSS
R GEN E
loooo IT our ON C~BIN
210 270
Figure 10-5. Annunciator Panel
ANNUNCIATOR PANEL LAMP REPLACEMENT The instrument lights and flood

lights are each sepa-
rately activated protected by a fi-amp circuit
and are
Replacement of lamps within the annunciator panel is breaker switch installed in the overhead switch panel.
accomplished by pulling the test button knob from the Dimmer controls located in the pilots service panels
test switch and removing the screws that are exposed (see Figure 10-1) control the light intensity of the
when the test knob is removed. Remove the same cockpit edgelighted panels. When either the battery
screws from the right side of the panel and remove switch or the e~ternal power switch is placed in the
annunciator legend panel. Use a hooked tool to lift ON position, a light in the baggage compartment con-
lamp module from panel assembly. trolled by a micro switch on the forward channel of
the baggage compartment door opening, will illuminate
Crew compartment dome
i CAUTION
i when the door is opened.
lights are installed in the pilots service panels and
controlled by a switch near the light. The passenger
Index lamp module before removing reading lights are located in protective shields in-
module from panel assembly
to assure stalled in the cor~ice trim. The lights are protected
proper installation of module. by a 5-amp push-to-reset circuit breaker installed in
the aircraft breaker panel. Each light is controlled
Aircraft battery switch and external by an individual ON-OFF switch. Indirect cabin light-
power switch must be in the OFF posi- ing includes light assemblies installed on each side of
tion when removing lamp module. the cabin above the left and right overhead cornice
trim. These lights are operated by a switch in the
overhead switch panel (see Figure 10-6). The mag-
netic compass light is protected by the interior panels
LIGHTING SYSTEM CIRCUITS light circuit breaker switch. The two map lights
(pilot and copilot) receive power from a 5-amp fuse
in the contactor box through separate map light
INTERIOR LIGHTS switches.
The interior include instrument lights, over-

lights
head panel lights, instructions lights (fasten
flood EXTERIOR LIGHTS
seat belts-no smoking), baggage compartment lights,
cabin and passenger reading lights, indirect lighting The retractable landinglights motor circuits are pro-
(R and L overhead cornice trim), magnetic compass tected by a 5-amp circuit breaker and each lamp is
light, and map lights. The instruction lights circuits protected by a l0-amp circuit breaker switch, the
are protected by 5-amp circuit breaker switches in- position lights circuit is protected by a l0-amp circuit
stalled in overhead switch panels (see Figure 10-6). breaker switch, and the upper rotating beacon (verti-
The baggage compartment light circuit is protected calanti-collision) light is protected by a l0-ampcir-
by a 5-amp fuse installed in the contactor box. cult breaker switch. The circuit breaker switches
10-8
690
Electrical
cr*rl~roa
)iOlLI) Ct LIO*r CltL~
o..
O OFF O
IIUEL. IIID
HORS~PPVL. LLNDINO LIGHTS

Ilulr O
OIE~IIDL O
ErT LIGHTS
EWOI~EIYLII OEN RUDDERPROr
I*~:"rPL
I I I ´•Cm,..m71
on6 cniei 30 hEdUiJ( InL*l. Y
FUEC
Bg;b~bR1Y"Y RIGHT ENGINE ~LYIONICS
WSHLO WIPER aal,Llo.ER
,~lr
FUEL PUYP
O
:I: :R ~U,’d: ~k"
~L)
EnolHr
Ilo f~)
Figure 10-6. Overhead Switch Panel
for these circuits are located in the overhead switch position will drive the landing lights to the extend
panel. The upper rotating beacon may be removed by position. The selected for operation
landing light(s)
disconnecting the quick disconnect and ground wire will illuminate when the landing lights have extended
located behind the upper inspection door on the left approximately 10 degrees. Either landing light may
side of the verticalstabilizer, removing three screws be turned off; however, when the landing light EX-
that attach the light to the stabilizer fairing, and lift- TEND/RETRACT switch is placed in the RETRACT
ing the light assembly outward. The lower rotating position, the landing lights will return to the retract
beacon (lower fuselage, optional), which is connected position and the lights will extinguish regardless of
to the anti-collision circuit breaker switch in the the position of the lamp switches. The lights are
overhead switch panel, operates in the same manner set to e~ctend 75 1) degrees from the retracted
as the upper rotating beacon. position.
RETRACTABLE LANDING LIGHTS. Retractable Landing Light Lamp Replacement

landing lights are installed in the left and right lower
wing surface outboard of the engine nacelles. The a. place battery switch in ON position.
landing light switches, installed in the overhead switch b. Extend landing lights.
panel, control the illumination of the lights and the c. Place battery switch in OFF position.
operation landing lights motors. The EXTEND
of the d. Lift lamp retainer clip that secures failed lamp
and RETRACT landing light switch will activate the and, using long nose pliers, remove lamp retainer ring.
motor circuits for both landing lights. The EXTEND e. Remove lamp and disconnect terminals from
10-9
690
Section X MAINT~NANCE MANUAL
Electrical
:h h
D o~
1 5(
iPU
BLBvAToR
~RIM TAB
O
0´•0
o
210 264
Figure 10-7. Pilots Service Panels
light assembly, cally supplies hydraulic pressure for operation of the

Installation of the
lamp is the reverse of the removal wheel brakes, nose wheel steering, andwingflaps
procedure. Use long nose pliers to compress re- when the hydraulic system pressure falls below 500
tainer ring when engaging retainer clip. 30) psi. Electrical power for the auxiliary hydrau-
lic pump is supplied through a 5-amp circuit breaker,
located in the circuit breaker panel (see Figure 10-8),
When the battery switch is in the BATtery position or
HYDRAULIC SYSTEM CIRCUITS the externalpower switch is in the EXT PWRposition,
and the hydraulic system pressure is below 500 (f 30)
psi the auxiliary hydraulic pump is energized. The
HYDRAULIC SHUTOFF VALVE hydraulic pump motor wilt continue to operate until
pressure in the hydraulic system reaches 575 (r 30)
Hydraulic shutoff valves for the hydraulic fluid supply psi. At this point a hydraulic pressure switch opens,
lines to each engine are installed at the aft end of the breaking the circuit to a hydraulic pump relay. The
left nacelle. Each shutoff valve is gear actuated by a relay becomes de-energized, opening the circuit to
self-limiting reversible electric motor, and electri- the pump.
cally connected to the distribution bus through a B-amp
circuit breaker and atwo-position switch. Each shut-
off valve is actuated by a guarded toggle switch. Under
normal operating conditions, shutoff valve switches POW ER PLA NT CIRCU ITS
remain in the normal position to prevent accidental
closing. When the switch guard of fuel and hydraulic
emergency shutoff switch is lifted, and the switch is The circuits for the electrical components and cir-
placed in the FUEL HYDR EMER S/O, the respec- cults required for engine starting, engine instrumen-
tive fuel tank valve and hydraulic shutoff valve will be tations, and inlet air anti-icing are connected to the
activated to its closed position, stopping the flow of aircraft electrical system through each engine fire-
hydraulic fluid and fuel tothe engine. Limit switches wall electrical connector. Detailed information of the
incorporated in the shutoff valves automatically de- power plant circuits is contained in Section N.
energize the valve motor when the Valve gate has
moved to the maximum full closed or open position.
PROPELLER UNFEATHERING PUMPS
AUXILIARY HYDRAULIC PUMP The electric motor-driven unfeathering pump utilizes

engine oil to provide boosted oil pressure for pro-
The ele ctrl cally-operated hydraulic pump automati- peller unfeathering. Each pump is controlled by the
10-10
690
MAINT~NANCE MANUAL Section X
Electrical
i?~)-<
,-7
5ET C*BIN EMER 5/5
NORY--
(31)
Bus
~j
Figure 10-8. Circuit Breaker Panel
appropriate engine control switch, located in the and GND START RUN positions. Operation of these
overhead switch panel. The pump is energized when valves is controlled by the engine speed sensor. Both
the engine control switch is placed in AIR/START RUN the fuel boost pumps and fuel shutoff valves are pro-
position. Oil pressure acting on the propeller dome tected by
circuit breakers, located in the circuit
piston, overcomes the force exerted by the propeller breaker panel. The fuel tank shutoff valves are also
feathering spring and moves the propeller blades to- controlled by the fueland hydraulic emergency shutoff
ward low pitch. This causes the propeller to wind- switch as described under Hydraulic Shutoff Valves.
mill and makes it possible to start the engine during
the flight without use of the starter. Unfeathering
pump operation is discontinued at 50 percent engine FUEL QUANTITY INDICATOR
rpm by the engine speed sensor when the engine
reaches starting speed. The fuel quantity indicating system is composed of a
fuel quantity indicator, four Iransmitters, calibra-
tion box, low level warning switch, low level warning
light, and necessary electrical wiring. Fuel level of
FUEL SYSTEM CIRCUITS the fuel cells is displayed by a single indicator.
Electrical wiring for the indicator is routed from the
fuel quantity transmitters through a calibration box to
Electrical circuits for the fuel system components the fuel quantity indicator. The fuel calibration bos
installed on the engine are a part of the basic engine. is utilized to adjust and balance the resistance of each
Fuel system electrical components installed on the transmitter circuit. Refer to Section Vof this manual
engines are: engine fuelvalve, start press regulator, for fuelquantity indicating system calibration proce-
and fuel flow indicating components. Electrical com- dures. The fuel low level warning circuit consists of
ponents of the fuel system which are installed in the a float actuated low level warning switch and warning
airframe are: boost pumps, shutoff valves, fuel light. The warning light is illuminated when the fuel
quantity transmitter, indicators, and warning light. level in the fuselage fuel cell reaches a pre-de-
termined level.
FUEL BOOST PUMPS AND SHUTOFF VALVES

FUEL VENT HEATERS (OPTIONAL)
A 28-volt de electrically-operated fuel boost pump
and fuel shutoff valves are provided for each engine. Fuel vent heaters are provided for both the left and
Fuel boost pumps, which are installed in the fuel right fuelvents, to prevent ice forming on these units.
sump, are submerged in fuel. The fuel boost pumps Power is supplied to the heating element through a 10-
operate when the engine control switch is moved to amp circuit breaker pitot and fuel vent heater switch
the FUEL PUMP ON position. The fuel boost pumps installed on the right overhead switch panel. To in-
remain energized in all positions of the engine control stall a heating element, detach the element from the
switch except ENGINE OFF. The engine fuel valve structure, disconnect the quick disconnect, and re-
and start pressure regulator are energized in the AIR move the defective element.
10-11
690
Electrical
oooOO
ooO
11~SjO
ooo Oo o
ld0 1 01~ 13
1. ENGINE HORSEPOWER INDICATOR 10. FUEL QUANTITY INDICATOR

2. WING FLAP POSITION INDICATOR 11. VACUUMGAGE
3. ENGINE GAGE 12. REGULATED BLEED AIR PRESSURE GAGE
4. INTER TURBINE TEMPERATURE INDICATOR 13. CIRCUIT BREAKER PANEL
5. HYDRAULIC PRESSURE INDICATOR 14. WING FLAP CONTROL
6. ENGINE TACHOMETER 15. LANDING GEAR CONTROL
7. TRIM TAB POSITION INDICATOR 16. ANNUNCIATOR PANEL
8. FUEL FLOWINDICATOR 17. NTS TEST LIGHTS
9. FUEL TOTALIZERINDICATOR
28 20
Figure 10-9. Instrument Panel
INSTRUMENT CIRCUITS the air flow over the wing leading edge. This vane-
type switch is factory adjusted to close the stall warn-
ing switch to 5-10 mph above the aircraft stall speed.
Instrument circuits are separated in two groups:
flight and power plant (see Figure 10-9). The flight
circuits consists of the rudder and elevator trim TACHOMETER-GENERATOR
position, aileron position and control, and wing flap
position. Circuits are supplied with 28-volt de power A tachometer-generator is installed oneach engine to
through ri-amp circuit breakers located in the circuit produce three-phase alternating current for operation
breaker panel. Transmitters, for the position indi- of the tachometer indicators installed in the center
caters, are mechanically linked to actuators and as instrument panel. The frequency of the signal from
the actuators move, the transmitters provide a signal the generator is directly proportional to the engine
to the indicator. The power plant instruments are speed. The output signal of the generator is trans-
fuel and oil gage units, tachometer, horsepower, and mitted to the indicator where it is converted into an
inter-turbine temperature indicators. These instru- indication of engine speed in percent of rpm. Since the
ments monitor the operation and condition of the en- tachometer-generator produces its own electrical
gine through transducers. power, circuitry for the engine speed indicating sys-
tem isindependent of the aircraft electrical system.
The speed sensor is also wired into the tachometer-
STALL WARNING SYSTEM generator system.
The stall warning system consists of a warning horn

and stall warning switch. Electrical ´•ent from BETA LIGMTS
the circuit breaker panel control bus is supplied to
the warning horn through a 5-amp circuit breaker A beta light for each engine, installed in the annunci-
installed in the warning system circuit. The stall ator panel, remains illuminated as long as the engine
warning switch, installed in the leading edge of the is being operated in the beta control mode (propeller
right wing is actuated by a vane which is sensitive to pitch manually controlled by power lever movement).
10-12
690
Electrical
trim tab actuator tube assembly. As the trim tab is

2 0. 375"
moved, the resistance through the trans-
of current
3 mitter is varied, and the resulting current changes
0
4
o
vary the strengthof the indicator coils. The resulting
variations in current are registered by the respective
o 11l1l1l1l1l11l1l1l~ Vt~i I indicators in terms of trim tab travel. The elevator
trim tab transmitter has an additional internally
O mounted variable resistor which is set to obtain a
full down indication when adjusting the elevator trim
tab position transmitter. This external resistor is
required to make the up and down travel of the eleva-
J tor register in equal increments on the indicator.
The indicators may be zeroed by adjusting the re-
spective transmitters as described in the paragraph
under transmitter adjustment. Circuits are supplied
4
01 with 28-volt de power and protected by 5-amp circuit
breakers in the circuit breaker panel.
RUDDER TRIM TAB TRANSMITTER ADJUSTMENT
To adjust the rudder trim tab position transmitter.

proceed as follows (see Figure 10-10):
a. Rotate rudder trim tab control wheel until tab is

6
streamlined with rudder trailing edge.
i. ELEVATOR DOWN TRAVEL RESISTOR b. Remove transmitter access door from lower
2. SWEEPARM left side of and
rudder, remove transmitter cover.
3. ADJUSTABLE TAB c. If sweep arm (2) is not centered between ends
4. VARIABLE SHORTING BAR of rheostat windings, rotate sweep arm until it is
5. ACTUATLNGARM centered.
6. VARIABLE SHORTING BAR d. Turn battery switch BATtery position. it
to
ADJUSTING SCREWS indicator does not read degree
tab selti!lg, turil
zero
adjusting screws (6) and position variable shorriiig

bars (4) until indicator reads zero degrees.
e. Operate trim tab to the left and right limits of
Figure 10-10. Trim lob Position Transmitter travel and return indicator to zero degree reading,
recheck sweep arm (2) for zero degree tab setting.
Adjust sweep arm and shorting bars (4) as required,
A beta pressure switch installed on the left side of the until indicator reads zero degrees.
engine below the starter, controls operation of the f. Place battery switch to OFF and replace trans-
beta lights. switch, which is electrically con-
This mitter cover and access door.
lights, reacts to propeller governor
nected to the beta
oilpressure and extinguishes the corresponding beta
light when the power lever is moved beyond FLT ELEVATOR TRIM TAB TRANSMITTER ADJL‘ST-
IDLE. When the power lever is moved to this position, MENT. adjust the
To elevator trinl tab pusition
full governor oil pressure 420 30) psi enters the transmitter, proceed as follows (see Figure 10-10):
pitch change valve and causes the beta pressure switch
to move towards the off position. When the oil pres- a. Rotate elevator trim tab wheel until trim tab
sure reaches 320 psi, beta lights will then extinguish surfaces are streamlined with elevator trailing edge.
to indicate that the propeller governor is controlling b. Remove transmitter access door Ironl left ele-
engine speed by automatic modulation of propeller vator upper surface, and remove transmitter cover.
pitch, c. Sweep arm (2) should be approximately 0. 375-

inch from end of rheostat winding next to ~nriablf
shorting bar (4).
RUDDER AND ELEVATOR TRIM TAB POSITION d. Adjustable tab (3) should be centered between
INDICATORS ends of elevator down travel resistor (1).
e. Turn battery BATtery position.
switch to 1l
The rudder and elevator trim tab position indicators indicator does not indicate zero degree tab setting,
are installed in single, dual scale instrument and
a turn adjusting screws (6) and position variable short-
are controlled by their respective transmitters. The ing bars (4) until indicator reads zero degrees.
trim tab position transmitters are installed in the f. Rotate elevator trim tab control wheeluntil tabs
rudder and left elevator. A variable resistor contain- are fulldown. Indicator should read 26 to 30-degrees
ed in each transmitter is mechanically linked to the nose up. Rotate elevator trim tab control wheel until
10-13
690
Electrical
WIRE
NUMBER 1 AIRCRAFT
se~
SYSTEM
WIRES
NUMBERWIRE
WIRE
NUMBER lc--ADJUSTMENT
SCREW
ADJUSTMENT
SCREW NUT
POTENTIOMETER
~rl;
Y
Figure 10-11. Aileron Trim Tab Position Potentiometer
tabs are full up. Indicator should read 2 to B-degrees. AILERON TRIM TAB TRANSMITTER ADJUSTMENT
If reading is not in tolerance, adjust resistor number
(3) until a 2 tofj-degree reading is obtained. Recheck To adjust the aileron trim tab position transmitter,
travel on the 26 to 30-degree reading and repeat as proceed as follows (see Figure 10-11):
necessary to obtain correct readings.
g. Return trim tab to streamline position. Indica- a. Remove rudder control trim wheel and trim
tor should read zero degrees. If indicator does not control wheel to gain access to aileron trim potentio-
read zero degrees, repeat step. meter.
h. Turn battery switch OFF, and replace trans- b. Loosen potentiometer adjustment screw locknut.
mitter cover and access door. c. Turn on aircraft electrical power.
d. Turn adjustment screw fullj; clockwise, to zero
indicator.
AILERON TRIM TAB POSITION INDICATOR e. Check aileron trim tab position in relation to
indicator reading.
The ailerontrim tabindicator is installed inthe over- f. If indicator is reading left wing down, turn ad-
head aileron trim tab controlpanel. Markings on the justing screw counterclockwise to zero indicator.
indicator are 16 degrees up and 16 degrees down, and g. If indicator is reading left wing up, turn air-
the LWD and RWD markings are left and right wing craft electricalpower off.
down. The aileron trim tab transmitter is an integral h. Disconnect potentiometer electrical wires from
part of the trim tab actuator and transmits a signal to the aircraft system.
the indicator. As the trim tab is moved, a geared i. Connect the two aircraft system wires together,
shaft in the transmitter is moved to vary the resist- that were removed from the potentiometer.
ance of the voltage to the indicator.The resulting j. Connect the potentiometer wire 1 to wire from
Variations in current areregistered by the indicator pin C of indicator, see electrical schematics.
in terms of trim tab travel in degrees. The indicator k. Connect the
potentiometer wire 3 to wire from
circuit is supplied with 28-volt de power from the 5- pin 46 from connector, see electrical schematics.
amp push-to-reset ALL.TRIM circuit breaker on the i. Make sure potentiometer is turned fully clock-
circuit breaker panel, wise.
10-14
690
Electrical
m. Turn battery switch to BATtery. solenoid-operated me chani cal locking system. A

n, Observe aileron trim indicator and adjust
po- warning light, included in the door lock circuit and
tentiometer counterclockwise to bring indicator from located in the annunciator panel, will illuminate when
left wing up to zero reading, the door locking mechanism is not fully engaged in the
locked position. The cabin door lock and warning
WOIE system is powered from the circuit breaker panel

through a 5-amp circuit breaker. The circuit to the
Zero is the critical reading of the in- warning light is completed when the battery switch is
in the BATtery position or the external power switch
dicator and the full scale movement of
is in EXT PWR position and door locking mechanism
the indicator is non critical and may
is not fully engaged. The door warning light will re-
or may not be the same for left wing
down main illuminated until the door is closed and locked.

as right wing down,
When door is securely closed, a door locking
the
o. Turn aircraft electrical system OFF. switch energizes the solenoid-operated door locking
mechanism and opens the circuit to the door warning
light, causing it to extinguish. Normal and emer-
WING FLAP POSITION INDICATOR gency unloc~ng switches are included in the door
locking solenoid circuit. The door locking solenoid
The wing flap position indicator is installed in the is spring-loaded to the unlocked position; therefore,
center instrument panel and controlled by a variable actuation of either switch will open the door locking
resistance wing flap position transmitter, located on solenoid circuit and allow the solenoid to spring back
the left side of the fuselage immediately aft of the to the unlocked position. The normal unlock switch
baggage compartment. The transmitter is attached by is installed on the overhead switch panel, and the
adjustable linkage to the master flap actuating sheave, emergency unlocking switch is recessed within the
and the sheave moves, the shaft arm in the trans-
as cabin door and protected by a clear plastic cover.
mitter is rotated to vary transmitter resistance. The
changes in current are registered by the indicator in
terms of flap travel. The indicator is supplied 28- CIGARETTE LIGHTER
volt de power through a 5-amp circuit breaker in the
circuit breaker panel. The indicator may be zeroed The cigarette lighter is usually located on the right
by adjusting the transmitter as described in the fol- instrument panel. A resistor assembly, installed
lowing paragraph under transmitter adjustment. under the contactor box reduces the normal 28.0 volts
to 14, Ovolts.
WING FLAP TRANSMITTER ADJIJSTMENT. To ad-
just the wing flap transmitter, proceed as follows:
a. Place flap in either the full up or full down

T"´•"´•x1;;~7
CAUTION
position.
b. Loosen linkage clamp on transmitter shaft. Do not plug an auto-electric razor illtu
c. Rotate transmitter shaft until indicator position thecigarettelighter socket. The razor
corresponds with actual position of flaps, motor will be damaged before the I,lug
shaft. be removed.
d. Tighten linkage clamp on transmitter can
e. Return flaps to desired position.

The cigarette lighter circuit is protected by a 4-amp
fuse located in the contactor box.
PITOT AND STALL WARNING HEATERS
An electrical resistance heating element is provided SPARE WIRES

in both pitot tubes and the stall warning switch to
prevent ice from forming on these units. Power is Spare wires are installed at the factory for any elec-
supplied to the heating elements through l0-amp cir- trical equipment the may wish to install.
owner Thf
cult breaker switches (PlrOT and FUEL VENT) in spare wires may have been used if optional equiplnent
the overheadswitch panel. To replace the stall warn- was installed after the aircraft left the assembly line.
ing switch heating element, remove the switch from Additionalsparewires may beadded as needed. When
the forward edge of the right wing, disconnect the installing wiring, safety of flight rules must be ad-
two quick disconnects, and remove the defective hered to.
element. Install replacement unit as defective unit
was removed.
ELECTRICAL SYSTEM REFERENCE
MISCELLANEOUS CIRCUITS
The Wiring Diagrams Index provides the title anti
page number of the circuit desired. Separate dia-

CABIN DOOR LOCK AND WARNING LIGHT grams are used to show major changes in a systeiu.
Minor changes in a diagram are shown within the dia-
Positive locking of the cabin door is assured by a gram by symbols, effectivity or a "NOTE". The wire
10-15
690
Section X MAINTENANCE MANUAI
Electrical
numbers appearing in the diagrams are made up of nector to another component or connector. The first
digits (48-B O 43-20). The first
digit of each wire digit following the square box indicates a connector
number is a connector or component. The second or component, and the second digit is the pin of the
digit is the pin of the connector or component. A connector or component, or a termination point.
square box indicates from one component or con-
10-16
690
Electrical
ii l2 A ’13
20~i
K 7\\
21
24
i 25
2 5
i. WINDSHIELD WIPER MOTOR

2. CABIN PRESSURE SWITCH
is 3. ANNUNCIATOR CONTROL PANEL
29 4. PROP UNFEATHERING PUMP
5. ICE INSPECTION LIGHT
6. STALL WARNING SWITCH
7. ENGINE TORQUE TRANSDUCER
8. ENGINE OIL PRESSURE TRANSDUCER
9. ENGINE FUEL PRESSURE TRANSDUCER
10. R. GENERATOR VOLTAGE REGULATOR
11. L. GENERATOR VOLTAGE REGULATOR
12. FLAP POSITION TRANSMITTER
13. PROP DEICER TIMER
14. EXTERNAL POWER RECEPTACLE:
15. RUDDER TRIM TAB POSITION TRANShaTER
16. ELEVATOR TRIM TAB POSITION TRANSMITTER
17. CABIN TEMPERATURE CONTROL BOX
18. ENVIRONMENTAL CONTROL BOX
19. EMERGENCY HYDRAULIC PUMP
20. FLAP POSITION UP SWITCH
21. SQUAT SWITCH
22. FUEL CALIBRATION
23. PROP SYNC CONTROL BOX
24. L. ENGINE TORQUE LIMIT CONTROL
25. R. ENGINE TORQUE LIMIT CONTROL
26. FUEL FLOW SIGNAL CONDITION UNII
27. STALL WARNING HORN
28. DC CONVERTER
29. GEAR UP WARNING HORN
Ilo ~66
Figure 10-12. Electrical Equipment Locator (5heet 1 ot 3)
10-17
690
Section X MAINTENANCE’ MA´•rJUAL
Electrical
70 67 7~
58~ "h 48
p, 00000
4 o rll rce rlr rll
57
a 00000
rle rcl
66 ol
50
C"
a
00000
rll rtl rll
72 00000
I I I I ,I(
37
44 o"gg
ill /r38 .58
1
O
73
-e
.Y G"
C>
P
jii CIO I~
57. GROUND BLOWER CIRCUIT BREAKER

58. L. IGNITION RELAY (K5)
jo 59. a. IGNITION RELAY (K6)
so. L. ENGINE MOTOR RELAY (g7)
42 61. R. ENGINE MOTOR RELAY (K8)
62. L. FIELD RELAY (K9)
63. R. FIELD RELAY (K10)
64. L. GENERATOR CONTROL RELAY (K13)
30. HEAT SINK AND DIODES 65. R. GENERATOR CONTROL RELAY (K14)
31. DISTRIBUTION BUS RCB RELAY (K62) 66. HYDRAULIC PUMP RELAY (K30)
32. CONTROL BUS RCB RELAY (Ks1) 67. L. FIELD CONTROL RELAY(K11)
33. BATTERY START CONTACTOR(KP2) 68. R. FIELD CONTROL RELAY(K12)
34. BATTERY LINE CONTACTOR -2 (g19) 69. START PRESSURE REGULATOR RELAY (K16)
35. START OVERVOLTAGE RELAY(K25) 70. ITT-COMPENSION DROPOUT RELAYS (f(21, K32)
36. BUS BARS 71. EXTERNAL POWER RELAY (K27)
37. EXTERNAL POWER CONTACTOR(KB3) 72. BATTERY START: CONTROL RELAY (K24)
38. L.REVERSE CURRENT RELAY (K39) 73. DIODES
39. SHUNTS 74. FUSEHOLDER FUSES
40. R. REVERSE CURRENT RELAY(K40) F1 L. VOLTAMMETER
41. BATTERY_LINE CONTACTOR: -1(K20) F2 R.VOLTAMMETER
42. L. ENGINE:START RELAY (K17) F3 L. VOLTAMMETER
43. R. ENGINE START RELAY (g18) F4 R. VOLTAMMETER
44. GROUND BLOWER CONTACTOR(K29) F5 BAGGAGE COMPARTMENT LIGHT
45. CIGAR LIGHTER RESISTOR F8 OPTIONAL EQUIPMENT
46. OVERVOLTAGE SENSOR F9 CIGARLIGHTER
47. DIODES AND T-STRLP F11 R.:WINDSHIELD WIPER
48. CABIN BUS RCB RELAY (Ks6) F12 ENVIRONMENTAL OVERRIDE
49. L. GENERATOR OFF RESISTOR F13 ENVIRONMENTAL AUTO
50. R. GENERATOR OFF RESISTOR F14 R. VOLTAMMETER
51. L. FEEDER PROTECTION SENSOR (K45) F15 L.VOLTAMMETER
52. R. FEEDER PROTECTION SENSOR(K44) F16 READING LIGHT
53. L. START AUXILIARY RELAY (K1) F18 PROPELLER DEICER AMMETER
54. R. START AUXILIARY RELAY (K2) F19 PROPELLER DEICER AMMETER
55. L. START RELAY (K3) F2o L. IGNITOR
56. R.START RELAY (K4) F21 R. IGNITOR
210 269
Figure IO-12.;Electrical Equipment Locbtori(ShBet 2 of 3)
10-18
690
Electrical
RELAY CODE FUNCTION LOCATION
K26 CABIN DOOR LOCK CABIN DOOR

K28 PROP SYNC FORWARD SIDE OF AFT PRESSURE
BLKHD (-39. 50)
K31 PROP DEICER (OPT) D.C.CONTACTOR BOX
K33 PROP SYNC FORWARD SIDE OF AFT PRESSURE
BLKHD (-39. 50)
K34 AUTO TEMP ANNUNCIATOR PANEL ASSY
K35 GROUND BLOWER RESET ENVIRONMENTAL CONTROL BOX
K36 ITT CONVERTER LOCKOUT FUSELAGE STATION 13. 00 (FLOOR)
K37 L. FUEL BOOST PUMP D.C. CONTACTOR BOX
K38 R. FUEL BOOST PUMP D.C. CONTACTOR BOX
K41 INDICATOR TEST #1 CIRCUIT BREAKER PANEL
K42 INDICATOR TEST #2 OVERHEAD SWITCH PANEL
K43 TURN AND BANK IND (OPT) JUNCTION BOX ON AVIONICS RACK
K46 OVERRIDE CONTROL ENVIRONMENTAL CONTROL BOX
K47 ITT CONVERTER LOCKOUT FUSELAGE STATION 13. 00 (FLOOR)
K48 AUXILIARY COOL ENVIRONMENTAL CONTROL BOX
K49 HEAT EXCHANGER SAFETY ENVIRONMENTAL CONTROL BOX
K50 ELECTRIC ELEVATOR TRIM (OPT) FUSELAGE STATION 23. 50 (-28. 00)
K51 L. BLEED AIR CONTROL ENVIRONMENTAL CONTROL BOX
K52 L. BLEED ALR VALVE ENVIRONMENTAL CONTROL BOX
K53 R. BLEED AIR CONTROL ENVIRONMENTAL CONTROL BOX
K54 R. BLEED AIR VALVE ENVIRONMENTAL CONTROL BOX
K55 AUXILIARY BLEED AIR VALVE ENVIRONMENTAL CONTROL BOX
K56 ACFT AIRBORNE IND. FLIGHT COMPUTER
K57 COOL CONTROL ENVIRONMENTAL CONTROL BOX
K58 GROUND BLOWER CONTROL ENVIRONMENTAL CONTROL BOX
K59 GEAR HORN TEST FUSELAGE STATION 10. 50 (-28. 00)
K60 CHIMES CONTROL (OPT) FUSELAGE STATION 135. 00 (UPPER
CENTER LINE)
K63 L. TORQUE LIMIT IND OVERHEAD SWITCH PANEL
K64 R. TORQUE LIMIT IND OVERHEAD SWITCH PANEL
K65 RUDDER SLOT ANTI-ICE RCB (OPT) D.C. CONTACTOR BOX
K67 AUXILIARY BLEED IND ENVIRONMENTAL CONTROL BOX
K68 CHIMES CONTROL (OPT) FUSELAGE STATION 135. 00 (UPPER
CENTER LINE)
K69 BUS OFF OVERHEAD SWITCH PANEL
K70 BUS OFF CIRCUIT BREAKER PANEL
K71 BUS OFF CIRCUIT BREAKER PANEL
K72 BUS OFF OVERHEAD SWITCH PANEL
K73 ENGINE ANTI-ICE WARN ANNUNCIATOR J-BOX
K74 ENGINE ANTI-ICE P.T.T. ANNUNCIATOR J-BOX
K75 AUXILIARY JET PUMP WARN ANNUNCIATOR J-BOX
K76 DEICE WARN ANNUNCIATOR J-BOX
K77 AUTO TEMP WARN ANNUNCIATOR J-BOX
K78 CABIN PRESS.WARN ANNUNCIATOR J-BOX
K79 PROP SYNC WARN ANNUNCIATOR J-BOX
K80 OUT OF TRIM WARN ANNUNCIATOR J-BOX
K81 GND CONTROL ANNUNCIATOR J-BOX
K82 GEAR SILENCING INSTRUMENT SUB-PANEL
Figure 10;12. Electrical Equipment Locator (Sheet 3 of 3)
10-19
690
’Electrical
6 1/8
3
L
1
lo
l1 M
P 12
CONNECTOR T-STRIP
A. P2 1. D
B. P62 2. Q
C. P49 3. P
D. P86 4. X
E. P34 5. U
F. P43 6. V
G. P48 7. A
H. P47 8. C
J. P70 9. F
K. P46 10. T
L. P67 11. G
M. P61 12. INTERIORJ-BOX
N. P14 13. B
O. P58
P. P52
P30
21o 261
Figure 10-13. Connoctor and T-Strip Locator
10-20
690
BLectrical
BATTERY II I DIODE
~I1F Multicell
DIRECTIONAL ARROW
BUS
----~L
With Contact
EQUIPMENT
CAPACITOR
jt- Fixed With Plug
J/F Variable
CIRCUIT BREAKERS
With Terminals
Push-Pull
Switch
Optional
CONNECTORS
L,,,,j
Partial Plug
FUSE
6\P
Plug
GENERATOR
--C7-- Butt Connect GROUND
a~- Airframe
-C~t- Quick Disconnect

Case (internal)
II~----
CONNECTION
HORN
Mechanical or Optional
Wiring
CONTACTS
--------D Momentary
---O Maintained
A I Soldered
a O I Solderless
Figure 10-14. Electrical Symbols (Sheet lof 3)
10-21
690
Electrical
JUNCTION SHIELDING
t Crossover II
r
I Single Conductor
Grounded Shield
Solderless
Multiple Conductor
Twisted Shielded
t Solder Point
Grounded To Plug
LAMPS LIGHTS
Incandescent SWITCHES
Color is Indicated II O
By Letter With SPDT-Center off
Symbol O
A-Amber
R-Red
W-WhiteB-Blue oP SPDT-ON-ON
G-Green O
MOTOR
V
SPDT-Center Off
Momentary
RELAY
t)l
SPST-Momentary
Push
I) 1
OIOI
o-~ I A-i) -----t--~ DPDT-Maintained
0101
´•C~´•
01
RESISTOR SPST-Mdntained
01
CC=73 Fixed
Pressure Switch
OpeningOn Rising
Adjustable
/4 Pressure
K
Pressure Switch
SOLENOID 0~0 On
Closing Rising
d Pressure
Rotary Switch
Break before
O O 4 make contactor
O O TMake before
break contactor
Figure 10-14. Electrical Symbols (Sheet 2 of 3)

10-22
690
Electrical
TERMMAL STRIP NOJES NOT~D)
C´•, Solder Point

SW/7tuES)~V/TX
i. DEY/CES
~S/SrORS,
~AYE SEEN ASS/CNEO TflPin/NAL
FWHULAT/DV ac v~ Auo
LV~NC CDNYEN/ENCE:
Screw
*Symbol Contains
Identifying Letter
and Number.
B I
I211 I´•rt
j i
oo
unloooo
00
I
THERMAL ELEMENT
P/Ci’OA/4( ~FNT/F/UT/OK o~
GIVITCH TERH/AIALS FOROY/ID SW aC dl/OJd-~ AUP -501
General PAn~L. Labx~l´•G Ar ~WJ/DE dF /VU~ 7EWllb119´•´•
6/u~cH /N "UP
-~XrC Break
Make
t
TWISTED WIRES
=r= Pair
Triple
s
--7
Quad
is Shielded
---~Lt--
SHUNT
SH,,
HEATER ELEMENT
Figure 10-14. Eiectrical Symbols (Sheet 3 of 3)
10-23
690
Electrical
WIRING DIAGRAM INDEX

See NOTE Page 20
Figure Title Page
DC ELECTRICAL POWER
10-15 Left Starter Generator Circuit 10-26

10-16 Right Starter Generator Circuit 10-29
10- 17 Power Distribution System I0-32
CABIN ENVIRONMENTAL
10-18 Environmental Control System 10-33
DE-ICING
10-19 De-IcingEquipment 10-36

Fuel Vent/Stall Warning Heaters (Circuit E)
Generator Inlet Heaters (Circuit D)
Propeller De-Ice (Circuit A)
Rudder Horn Trim Tab Heaters (Circuit B)
Windshield Alcohol (Circuit Fl
Wing and Empennage De-ice Boots (Circuit C)
FLIGHT CONTROLS
10-20 Flight Control Circuits 10-38

Aileron Trim Actuator (Circuit C)
Elevator Rudder Trim Position (Circuit A)
Elevator Trim Actuator (Circuit D)
Wing Flap Position (Circuit B)
FUEL
10-21 Fuel System ‘10-40

Fuel Boost Pumps (Circuit B)
Fuel Flow System (Circuit D)
Fuel Tank Valves (Circuit A)
Fuel Quantity (Circuit C)
HYDRAULIC
10-22 Hydraulic Control System 10-41´•

Au~Kiliary Hydraulic Pump (Circuit B)
Hydraulic Shutoff Valves (Circuit A)
INSTRUMENTATION
10-23 Annunciator Circuits 10-42

Beta Indication (Circuit I Sheet 2 of 4, A/C 11001 and Subs)
Bus Off Indication (Circuit A Sheet I of 4, A/C 11001 thru 11019) (Sheet 4 of 4,
A/C 11020 and Subs)
Cabin Above 10, 000 Ft (Circuit E Sheet 1 of 4, A/C 11001 thru 11019)
(Sheet 4 o_f 4, A/C 11020 and Subs)
Engine Anti-Ice (Circuit H Sheet 2 of 4, A/C 11001 and Subs)
Fire Detecti~bn (Circuit G Sheet 2 of 4, A/C 11001 and Subs)
Flap Down Indication (Circuit
D Sheet 1 of 4, A/C 11001 thru 11019)
Fuel Level Low (Circuit C Sheet 1 of 4, A/C 11001 thru 11019) (Sheet 4 of 4,
A/C 11020 and Subs)
Ignition ON (Circuit B Sheet 1 of 4, A/C 11001 thru 11019) (Sheet 4 of 4,
A/C 11020 and Subs)
Takeoff Trim Indication(Circuit F Sheet 1 of 4, A/C 11001 thru 11019)
(Sheet 4, A/C 11020 and Subs)
4 of
Annunciator Control Box (Sheet 3 of 4, A/C 1101 thru 11019
10-24
690
ElecCrical
WIRING DIAGRAM INDEX
Figure Title Page

INSTRUMENTATION (CONTD)
10-24 Engine Indicator System 10-46,

Fuel Pressure, Oil Pressure and Engine Oil Temperature
10-25 Inter Turbine Temperature 10-47,
10-26 Horsepower Indication and Torque Limiting System 10-49,
10-27 Stall Warning 10-50
10-28 Tachometer 10-51´•
LANDING GEAR
10-29 Landing Gear Position Warning 10-52
LIGHTING
10-30 Exterior Lighting 10-54.

Anti-Collision Lights(Circuit B)
Landing Lights (Circuit A)
Ice Lights (Circuit E)
Position Lights (Circuit C)
Strobe Lights (Circuit D)
10-31 Interior Lighting 10-55
Cabin Cornice Lighting (Circuit B)
Cabin Instruction Lights (Circuit D)
Cabin Reading Lights (Circuit C)
Instrument Lights (Circuit A)
POWER PLANT
10-32 Propeller Synchronizer 10-56

10-33 MetalChipDetector 10-58.
MISCELLANEOUS
10-34 Miscellaneous Equipment 10-59

Cabin Door Lock (Circuit B)
Cigarette Lighter (Circuit C)
Defroster Blower (CLrcuit D)
Hourmeter (Circuit Fl
Windshield Wipers (Circuit A)
10-35 Battery Temperature Monitoring System 10-60´•
10-36 Interior Options ._.,, 10-61
10-37 Spare Wires 10-62´•
NOTE: Lower case letters called out in wiring diagrams may appear on
aircraft wiring as follows:
1, 3B,-)C, etc,
2, A, O C etc.
3. a b c rtc.
10-25
690
MAINTENANCE MANOAL SccliollXX
Electrical
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10-26
690
Electrical
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10-27
690
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10-28
690
Electrical
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10-29
690
Electric;ll
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10-36
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MAINTENANCE MANUAL Section 79
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10-37
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MAINTENANCE MANUAL
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10-38
690
MAINfENANCE MANUAL Section X
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10-39
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Electrical
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10-41
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MAINTENANCE MANUAL
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Change 3 10-42
690
MAINTENANCE MANUAI Section X
Electrical
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10-53
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10-55
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10-57
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MAINTENANCIE MANUAL Section X
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10-59
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10-60
690
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10-61
690
MAINTENANCE MANUAL SectionX
Electrical
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10-62
SECTION
OPTIONAL
EQUIPMENT
690
MAINTENANCE MANUAL Scftinn XI.
Ol,tionsl Equil,lncrl(
SECTION XI
OPTIONAL EQUIPMENT
TABLE OFCONTENTS
Page
GENERALINFORMATION 11-1
WING AND EMPENNACE DEICING SYSTEM 11-1
Deiccr System Components 11-1
Dcicer Systeni Control 11-3
Deicer Boot ´•Maintenance and Repair 11-4
Deicer System Operational Check 21-6
PROPELLER DEICING SYSTEM 11-7
ProgeIle;Deicing System Maintenancr
ELECTRIC WINDSHIELD WIPER SYSTEhl 11- sj
GeneralDcscription 11- 8i
WINDSHIELD ALCOHOL ANTI-ICE SYSTI´•;DI 11-10:
RUDDER ANTI-ICING SYSTEM 11-11´•
11-11
Rudder Anti-icing System Maintenanc_c~
r‘’ GENERAL INFORMATION with a thin coating of conductive cement to prevent a
buildup of static electrical energy. If this rn~rfiy
were pfrmittcd to accumulate. it would evfntunllu
The aircraft may be modified to furnish several op- discharge through the deicer boot to the metal sul-[nc;´•
tional equipment installations ~hichafford increased of the leading edge causing electronic cquiplllFnt ilt-
operational capability and flight safety. Optional terferences or danlage to the boot.
equipment not installed at the factory is available in

Custom Kit form for installation by field activities.
Descriptive information and instructions needed to DEICER SYSTEM COMPONENTS
correctly maintain optional equipment installations
are contained in this section. A general knowledge of the purpose and function of
deicer system coinponents is essential to an undrr-
standing of system operation. This inforlnRtion is
WING AND EMPENNAGE DEICING SYSfEM provided in the following paragraphs.
CWECK VALVES. A flapper type check valve is in-

The aircraft may be equipped with apneumatic surface stalled in the bleed air line from each engine. This
Ideicing system (see Figure 11-1). Deicer boots, valve is spring-loaded and will close to prevent bleed
made from fabric reinforced rubber sheet and contain- air loss in the event an engine beconles inoperative.
ing inflatablerubber tubes, are installed on the lead- The blcedair pressure frolll the ol,erating engine will
ing edges of the wings, horizontal stabilizer, and hold the check valve in the inoperative engine in its
vertical stabilizer. Regulated bleed air from the closed position.
englne(s) is used to inflate and deflate the deicer boot
tubes. The suction used to deflate the deicer boot REGULATED RLEEDAIR PRESSUREGAGE. A bleed
tubes and hold the boots securely against the flight air pressure gage, green are, yrllou´• nrc.
having a
’surface leading edges is generated by passing engine and an ul,pcr and lower rrtl are indicates the n~nount
bleed air through an air ejector. A distributor valve, of regulated bleed air available to operate the Ilnru-
governed by electro-mechanical timer, sequellces
an matic dcicer system. This gage receives its prc~s-
the inflation and deflation of the deicer boot tubes on sure sourer at a tee downstrennl front the
liltil~g
the wing and empennage flight surfaces. To minimize pressure re~ulalor; therefore, the Rage rcadinl: is a
disturbance of the air flow over the flight surfaces the direct intlicalion of I,rcssure rc~uinlor cll,cr~tir,n.
wing and empennage deicer boots are inflatecl and de- When 1I1(´• bleed air I,rrssure gage is it~tli-
regulated
flated alternately when the normal deicer system is eating within the are the
green bleed air l,rrssurf
used. When the deicer
system is not operating, suc- is functioning properly. A high rrndil~g on
tion i~ applied to each deicer boot to hold it tightly the regulator bleed air prrssrlre gage usuR11v illdicatos
against the leading edge of the flight surfaces. The a defective prcsRure rcpulnlor. Check foi loose coii-
outer neoprcne surface of the dciccr boots is Irealctl ncctiolls in the line to Ilir rr~ul:\tc´•d blrrd:lir I,rcssu~c´•
ii-1
690
Sectfon XI MAINTENANC~ MANUAL
Optional Equipment
INSTRUMENT PANELS EFFECTIVE SERIAL EFFECTIVE SERIAL

NUMBERS 11001 THRU NUMBERS 11020 AND
11019. SUBSEQUENT
OVERHEAD SWITCH PANELS
DE-ICE DE- ICE

PRESSURE
GAGE AUTO
MAN SINGLE MAN
WING CYCLE WING
OFFB
OFF TAIL I OFF TAIL
LEFT WING
RIGHT WING
DEICER BOOT
DEICER BOOT
TIM~R
LEFT r RIGHT
ENGINE ENGINE
FROM VACUUM
INSTRUMENTS
PRESSURE I I FUSELAGE M I
REGULATOR F~1 I I s~
TO AUTOPILOT
AZR
EJECTOR
DISTRIBUTOR
VALVE
CHECKVALVEI C
EMPENNACE
DEICER
TO JET PUMPS
BOOTS
BLEED AIR.
PRESSURE
’i SUCTION
PRESSURE AND SUCTION
ELECTRICAL ACTUATION IP11 )O
Figure 11-1. Wing and Empennage Deicer 5ystem
11-2
690
MAINT~NANCE MANUAL Section XI
Optional Equipment
gage, prior to removal of the pressure regulator, switch, is electrically connected directly to the deicer
when a low pressure reading is obtained at the gage. system distributor valve. This permits manual con-
trol of the wing or empennage deicer boots in case of
PRESSURE REGULATOR. The pressure regulator timer failure, or permits the pilot to control the in-
uses spring and diaphragm to operate a throttling
a flation pulse time and interval to the wing or enll,en-
valve, which mechanically reduces and regulates en- nage. This deicer switch is essentially an override
gine bleed air pressure, for operation of the surface switch, and the switch positions are spring-loaded to
deicer system. The regulator has an inlet pressure the OFF position, Field maintenance of the timer is
range of 30-150 psig and maintains an outlet pressure not The timer sequence may vary as
authorized.
of 18 1) psig. The deicer system high pressure much 10 percent without impairing deicer effec-
as
relief valve is an integral part of the pressure regu- tiveness or causing an unusual airflow over the flight
lating valve. If thepressure regulating function of the surfaces.
valve fails, the built-in relief valve will open between
20 and 22 psig and protect the deicer system from
overpressure. DEICER SYSTEM CONTROL
AIR EJECTOR. The air ejector creates the negative An automatic control switch and manualswitch located
air pressure (vacuum) needed to hold the deicer boots in the overhead switch panel are used to control the
securely against the flight surface leading edges when surface deicer system. The automatic control switch
the deicer system is not in
operation, and aids in de- has two positions; AUTO/OFF. The manual switch
icer boot deflation when the system is operating. Zt has three positions; WING/OFF/TAIL and is spring-
contains no moving parts and is essentially a small loaded to the OFF position. Electrical circuits of
venturi, which employs a flow of regulated bleed air both switches are protected by 5-amp circuit breakers.
pressure, to create a negative pressure on suction located in the circuit breaker panel and identified as
ports. Bleed air passes through the air ejector at all CONTR (control) and OVRD (override). A light (SUR-
times when an engine is operating, and is dumped FACE DE-ICE ON) located in the annunciator panel
overboard at a port in the fuselage skin. This air will illuminate to give an indication the deicer system
ejector also supplies the vacuum needed for aircraft is operating.
instruments.
DEICER AUTO SWITCH (Aircraft 11001 through
DISTRIBUTOR VALVE. The distributor valve is so- 11019). The deicer control switch is electrically
lenoid operated. The solenoids are energized bythe connected to the deicer timer and has two positions;
timer or by the override switch located in the pilot’s AUTO position for continuous operation and OFF
overhead switch panel. The distributor valve sole- position. Actuation of the switch to AUTO position
noids operate servo valves, which alternately place programs the timing cycle of the timer. The timer
pressure and vacuum on the deicer lines to the wing then energizes the distributor valve solenoids and
and empennage deicer boots when energized and se- automatically sequences and times the inflation and
quenced by the timer. The solenoids of the distribu- deflation of thewing and empennage deicer beds.
tor valve may be manually energized and individually The electronic timer will program a 6-second I,res-
controlled by the override switch. When the deicer sure pulse to the wing boots, followed by a 4-second
system is not being used the spring-loaded solenoids pressure pulse to the empennage boots, and a 50-
position the distributor servo valves in a manner second vacuum dwell before the next cycle is auto-
which closes off pressure to the deicer boots and matically started.
applies a constant source of suction an the deicer
boot lines. The tubing connecting the distributor valve DEICER SINGLE CYCLE SWITCH (Aircraft 11020 and
to the wing and empennage deicer boot provides either Subsequent). The deicer control switch is electrically
pressure or suction to the deicer boots depending on connected to the deicer timer for a single cycle.
the position of the servo valves in the distributor, SLNGLE CYCLE position is for a single cycle opera-
The distributor valve receives air pressure directly tion. Actuation of the switch, programs the tinting
from the pressure regulator and suction is furnished cycle of the timer. The timer then energizes the
to a separate port of the distributor valve by the air distributor valve solenoids and cycles and times the
ejector. One of the distributor valve ports supplies inflation and deflation of the wing and elnpennage de-
pressure and suction to the wing deicer boots while icer boots. The electronic timer will program a 6-
another separate port operates the empennage boots. second pressure pulse to the wing boots, followed by
The remaining port on the distributor valve is used to a 4-second pressure pulse to the empennage boots.
exhaust the wing and empennage deicer boot air pres- After completion of a single cycle the pilotmay re-
sure during the deflation sequence of the operating energize the single cycle operation at his discretion.
cycle. A complete single cycle is a total of 60-seconds and
must be completed prior to recycling.
ELECTRO-MECHANICAL TIMER. The electro-
mechanical timer operates on 28-volt de current. A MANUAL SWITCH. The manual override switch.
motorized cam and switch assembly within the timer which is spring-loaded to the OFF positioi~. is con-
automatically energizes and de-energizes the solenoids nected directly to the distributor valve solelloid and
of the distributor valve, on a continuous or single- has two operating positions; WING and TAIL. Sil~ce
cycle basis depending on the position of the deicer the switch is directly connected to the distributor
controlswitch. A wing and empennage deicer (over- valve solenoid, it will override the electronic timer
ride) switch, located to the right of the deicer control when placed in the WING or TAIL position, frgard-
11-3
690
Section XI MAINTENANCE MANUAL
Optional Equipment
less of the automatic control switch position. This b. Moderately buff around the damaged area with
provides positive manualcontrolof the surface deicer steel wool.
system in the event the electronic timer malfunctions. c. Clean the buffed area with a clean cloth damp-
The manual override switch operates either the wing ened in Toluol.
orempennage deicer boots independently, therefore, d. Select a patch of ample size to cover the dam-
the pilot must manually cycle the manual override aged area and apply an even coat of cement to the
switch from WJNG to TAIL position to time the infla- patch and damaged area of the boot.
tionperiods. When the override switch is released e. Allow cement to become tacky and apply the
the distributor valve solenoids are automatically de- patch. Work out any trapped air and roll the patch
energized and the distributor valve is repositioned with a stitcher roller.
to the suctionposition. This deflates the appropriate f. After the patch has set for fifteen minutes, clean
deicer boot andpermits air pressure in the boot to be the area with a cloth moistened in Toluol; and apply a
expelled through the distributor valve exhaust port. light coat of conductive cement.
Repair in the tube area of the deicer boot is accom-

DEICER BOOT MAINTENANCE AND REPAIR plished in the same manner as previously described
except that fabric reinforced patches are used. The
The service life of deicer boots will be measurably fabric patch must extend at least 5/8 inch beyond the I
extended by proper care. Most deicer boot scuff dam- ends and edges of the damaged area. Fabric patches
age and abrasions can be avoided by using proper are manufactured to stretch in only one direction and
caution during aircraft servicing and maintenance. must be applied so that the stretch is in the widthwise
Deicer boots must be maintained free from oil, fuel, direction of the inflatable tube. Roll the patch with a
and other solvents whichare injurious to rubber. The stitcher roller in the direction of stretch.
boots must be cleaned regularly with a mild soap and
water solution. B. F. Goodrich Icex should be applied WOtE
to the deicer boots to protect the deicer boots and to See list of materials used for deicer
lower the ice adhesion strength. Icex provides a boot installation. Use B. F. Goodrich
smooth, polished film that will even out the irregular- cold patch repair kit (FSN 74-451-C)
ities the surface of the deicer boots andwill reduce
on as source for patching material.
the natural abrasive effect on the boots during flight.
Before applying Icex, clean the deicer boots with non- DEICER BOOT INSTALLATION. The complete pro-
leaded gasoline and thoroughly clean with soap and cedure for installing the deicer boots on the wing and
water. Apply Icex sparingly and according to the in- empennage leading edge
skin surfaces shall be accom-
structions on the container. If the deicer boots are plished in that is dust-free and the tempera-
an area
properly cared for, the conductive cement on the outer ture is maintained at an even 65 degrees or above
surface of the neoprene ply will last for the service until the curing process is completed. Clothes and
life of the boots. Should it become necessary to re- hands shall be kept clean and the installation surface
surface the boots with conductive cement use B. F. of the leading edges and inboard surface of the rubber
Goodrich, A-56-B conductive cement and apply in boots should not be touched with the hands after the
accordance with the-procedures furnished by the cleaning has begun, to assure good adhesion.
manufacturer.
Materials and Equipment

DEICER BOOT REPAIR. Deicer boot repairs are
classified as temporary or permanent. Temporary For a complete boot installation or repair of small
repairs are made while the boot remains on the air- areas, the following materials are required:
craft, using a cold patch process. Permanent repairs
require removal of the deicer boots from the aircraft TT-T-548 Toluene
and vulcanization of the damaged area. It is recom- TT-M-261 Methyl Ethyl Ketone (MEK)
mended that deicer boots be returned to the manufac- Conductive Paint No. 528-002 (De Soto Chem. Coating
turer or authorized repair facility when permanent Co).
repairs are required. Conductive Paint No. 910-006 (De Soto Chem. Coating
Co).
Scuff Damage Cement EC-1403
Sealant Compound Mil-S-8802 (PR-1422, Pro-Seal
This is the most common form of deicer boot damage 890).
and does not require the application of a patch unless Icex No. 6 (B. F. Goodrich Co.
the outer ply of the deicer boot is damaged to the ex- Flat 2-1/2 inch brush (set in rubber)
tent that the brown natural rubber is exposed. If the Sharp Knife
boot damage is this severe a cold patch is necessary. Scissors
Repairs made in the stretch area of the deicer boot Lint-Free Cloth
requires that the installation tension of the boot be Rubber Rollers
relaxed. To accomplish a cold repair proceed as Narrow Metal Roller I
follows: Small Hypodermic Needles
Spring Scale and Clamp I
a. Clean around the damaged area with a cloth Type Mil-T-5557 black enamel or Mil-E-5566
dampened in Toluol. color 37038.
11-4 Changea
690
MAINTENANCE MANUAL Section XI
Ol,tional Equipment
Pretrimming and Fitting of Boots Installing Boots
When trimming the ends of the boots, either before a. With the installation surfaces thoroughly clean,
or after installation, leave a minimum of 5/8 inch apply an even coat of EC-1403 cement to the clean
from the end of all ports. Save the larger trimmings skin and boot surface as near simultaneously as
as required to prepare 5-inch strips to be
two 1 x possible and allow to dry for thirty minutes. Spray
installed on a separate piece of metal for test pur- equipment may be used to apply cement to metal sur-
poses. faces, however, a good brush is preferred. Apply a
second coat of EC-1403 after the first coat and allow
WOTE an additional 30-minutes drying time.

b. At the end of the drying period and before start-
When checking boots for length on the ing the actual installation, mark a centerline on the
wing and empennage surfaces, be sure gluing surface of the boots and the leading edge of the
port holes are centered before trim- surfaces with a snap chalk line.
ming´•.
WO~E
a. Pretrim each end of the Vertical stabilizer boot
to clear the fuselage fairing by O. 75-inch and the Fi- Should it become necessary to replace
berglas tip by O. 25-inch. both the inboard and outboard wing
bt Pretrim the inboard ends of the horizontal sta- boots, install the inboard boot first.
bilizer boots to clear the fuselage fairings by 0. 75- After outboard boot is installed, the
inch. After installing the boots, trim the outboard in the center of the wing
joining area
ends to clear the Fiberglas tips by O. 25-inch. where both boots overlap may be trim-
c. Pretrim each end of the wing inboard boots to med to a neat butt joint. Stay a nlin-
clear the nacelle fairings by O. 75-inch. The outboard imum of 5/8 inch away from ends of
ends must rest exactly on a line midway between the air channels.
air ports in the wing.
c. Hold the inboard wing boot up near the leading
Masking and Cleaning edge of the wing and approximately O. 75-inch away
and outboard of the nacelle fairing. Using a spray
a. Beginning two inches behind the boot trailing unit filled with Toluol, reactivate the cement on the
edge, mask off an area approximately two inches wide leading edge surface of the wing and attaching side of
and the length of the boot. the boot, being careful to apply the Toluol Lightly
b. Prepare a test strip area on a sheet of alumi- along centerlines marked on both surfaces, for a dis-
num. Use methods identical to those used to prepare tance of 12 to 15 inches.
surfaces for boot installation. d. After approdmately seconds, press the in-
10
c. Skin surfaces to which boots are to be applied board boot O. 75-inch outboard of fuselage lairing and
shall be cleaned with a clean lint-free cloth saturated to the leading edge surface, aligning the centerline of
with MEK suitable solvent followed immediately
or a the boot with the centerline of the leading edge. Ac-
by wiping the surface with a dry clean lint-free cloth, tivate successive lengths of from 12 to 15 inches and
to.prevent excessive amounts of cleaning fluid from attach to centerline of wing leading edge, until the en-
seeping through skin laps. The process should be tire boot is installed.
repeated as often as required to obtain a clean sur- e. Using a roller, ro~l boot along centerline of the
face. leading edge to assure that air bubbles do not edst.
d. Clean the attaching surface of the boots with
Toluene. About fifteen minutes scrubbing on each
WOTE
boot is sufficient.
If boot alignment is not accurate, the
boot shall be removed quickly and prop-
erly reset. Avoid bending or twisting
CAUTION
boot.
Avoid excessive use of Toluene or MEX f. Reactivate the top portion of the boot and wing
around cemented boot ports, surface in the same manner used on the leading edge,
and press boot into place with the lingers and palms
e. Perform final cleaning of attaching surface of of the hands.
boots with MEK.
WOTE WOtE
After cleaning, all skin laps on aircraft The boot shall be rolled from center-
structure which extend under the area line to edge at approximately 6-inch
for installing the boot shall be sealed intervals. This shall be followed by
with PR-1422 or Pro Seal 690 sealer. rolling in the same direction to cover
To assure that moisture will not get all untouched Allrollingopera-

areas.
under the boot after installation, the tions shall be performed in a manner
sealer is to extend one inch outside of to avoid trapping air bubbles between
thearea covered by the boot, the s~n surface and the boot.
11-5
690
Section XI MAINTENANCE MANUAI
Optional Equiplnent
g. Reactivate the lower portion of the wing surface 3. A pull equal to five pounds-per-inch of
and boot in the same manner as described in step f. width shall be exerted on the scale.
If the boot
h. Edges and areas between air cells shall be canwithstand this test, the installation shall be
rolled firmly with stitching roller.
a narrow considered acceptable. The corner shall be re-
i. Removal of trapped air shall be accomplished cemented using original cementing procedures.
immediately after the rolling operation by the use of 4. Failure of the installation to meet the
a No. 00 hypodermic needle or other similar device. above requirements within 72 hours after in-
This willallow the area to sealproperly. To avoid stallation shall result in removal and reinstal-
puncturing air channels, air trapped under the air lation of the boot.
channels shall be removed by inserting the needle
through the area of the boot between air channels and Sealing
running it between the boot and skin to the bubble.
j. After removal of trapped air and re-rolling the a. After satisfactory test results have been ob-
area, allow cement to cure for 24 hours at tempera- tained, apply a thin layer of PR-1422 or Pro-Seal 890
tures of 600F and above, or 72 hours at temperatures sealer to the entire outside edge of all the boots and
below 600F. allow to dry.
k. Exposed cement within O. 25-inch distance from b. Mask off an including the outer one-inch
area
edge of boot shall not be removed. surface of the boots and e~xtending to approldmately
i. Seal gaps between boots and boot endings and 0. 25-inch beyond the aft edge of the boot cement, mak-
edges of boots with Mil-S-8802 (PR-1422, Pro-Seal ing certain the inner edges of the tapes are straight.
890) sealant to prevent entrance of moisture or fuel. c. Apply a heavy coat of Type Mil-E-5557 black
Sealant should extend slightly over edge of boot and enamel to the area between the masking tapes to cover
cover exposed EC-1403 adhesive. the boot cement and irregularities of the boot trailing
m. Remove any protective coating on the wing sur- edges.
face within O. 5-inch of sealant along boot edge.
n. Apply brush or spray coat of conductive paint
(mix equal parts De Soto No. 528. 002 and No. 910- DEICER SYSTEM OPERATIONAL CMECK
006). Allow mixture to age one hour before using
over sealant extending onto surfaceof boot and struc- The deicing system is provided with a ground test con-
ture. Conductive coating should be applied to form nection located in the aft fuselage compartment be-
tween the engine bleed air check valves. To perform
straight trim line,
o. After cement has dried, remove all masking an operational check of the surface deicer system
tapes and clean surfaces with Toluol. connect elrternal air pressure source regulated to
an
18 1) psito the capped port of the cross fitting,

WOTIE which attaches to the engine bleed air pressure lines.
No. 528-002 mixed with No. 910-006 This cross or four-way fitting is located on the aft
side of the baggage compartment bulkhead. Check the
is conductive coating used to distribute
static discharge from deicer boot to deicer system as follows:
wing surface.
a. External power switch E~T PWR.
p. Install boots empennage

on section in same 1. When air pressure is applied to test con-
manner as described for the wings. nection regulated air pressure gage should indi-
cate in the green are. Increase air pressure
Testing of Boot Installation from external source to 25 psi while observing

pressure gage. Pressure indication should re-
a. One or more test specimens (1 x 5 inch strips) main in the green are.
shall be cemented to the surfaces immediately adja- 2. The check in step 1. verifies that engine
cent to the installed boots or to an aluminum
surface, bleed air check valves operating correctly,
are
in the same.manner as the boot installation, leaving regulated air pressure gage is reading accu-
one inch for clamp attachment (see Figure 11-2). rarely, and that the bleed air pressure regulator
b. After a minimum curing period of 24 hours and is functioning properly. The suction gage should
not more than 72 hours, attach a spring scale to the also be reading in the green are (3. 8 5. 0 in.
free end of the test strip and apply a pullof five pounds Hg) and indicates that the. suction regulating
on the strip. Pull at right angles to the surface, valve is correctly adjusted and air ejector is
Separation of strip from the surface shall not exceed functioning.

a rate of four inches in one minute. b. Deicer control switch AUTO.
c. If the test strip fails the test shown on Figure 1. Check the time and sequence of deicer
11-2, the installation shall be further tested as follows: boot operation through complete cycles.
two
1. One corner of the boot shall be lifted During the dwell period cycle, hold
of the third
enough to permit attachment of a spring clip. the manual override switch in WING position
The clip will be attached across the corner in and check the wing deicer boots for inflation.
such fashion that a pull on the clip will be ex-
a 2. The check contained in step 1. determines
erred diagonally to the edge of the surface. if the electronic timer is functioning correctly
2. Attach a spring scale to the clip and exert in the automatic mode. if any event in the com-
a pull at right angles to the surface. plete deicing cycle for the wing and empennage
11-6
690
Optional Equipment
A PULL OF 5 LBS.
IS NECESSARY
FOR TEST.
7 ALUMINUM
SURFACE
AT’I~ACH CLAMP XND

SPRIh’G SCALES HE:NE
ATTACH CLAMP
TEST STRIPS Ij"l ’A PULL OF 5 LI3S.
AND SPRING
(MAKE FROM EXCESS Is h’ECESSARY
SCALES HERE
BOOT MATERIAL, 1"X 5") FOII TEST
Figure 11-2. Dei~er Boot rest Procedures
is more than 10 percent out of sequence, the PROPELLER DEICING SYSTEM MAINTENANCE
timer is defective.
c. Manual override switch WING Replacement of the propeller blade ice boots requires
i. The wing deicer boots should complete one balancing of the propeller. In normal usage ice boots
cycle and stop, replacement will not be necessary between propeller
2. The check made in step i. determines if overhaul periods. When performing a ground check
the timer switches from the AUTOmatic to of deicer system operation and correctfunctionillg of
MANual cycle timing mode and thatthetime the electronic timer, use an external power source
and sequence of events in the deicing´• cycle are and do not operate deice system more than two cycles
correct. (two minutes).
d. MANual override switch-TAIL position and
then WING position. ICE BOOTS. Scuff damage to the propeller blade ice
1. The deicer boots, corresponding to the boots be tolerated until the wire of the hcatin~
can
switch position, should inflate and deflate when element is exposed. When the heating element wires
the switch is released or moved to the alternate are exposed the ice boot must be replaced. Ice boots
operating position. should be cleaned with a shop towelmoistened in MEK
2. The check performed in step i. determines or Toluol, The ice boot should be painted with a light
that the distributor valve is working correctly coating of Black-out Lacquer to repair
Vanderbilt
and that the manual override electrical circuit minor scuff damage and provide a weather resistant
is satisfactory. coating. Suspected failure of the ice boot heatillg
element can be verified by checking the resistance of
the element lends from the ice boot. It resistance is
not within i. 93 2. 15 ohms the ice boot must be rc-
placed. Loose edges of the ice boot Illay I,e rcpaifetl
PROPELLER DEICING SYSTEM as follows:
The aircraft may be provided with an electrical pro- a. Clean area around bond separation to rflnovf
peller deicing system. Deicing is accomplished by a oil and foreign material.

neoprene ice boot containing an imbedded electrical b. Apply a coat of EC-1403 to prol,ellel’ blade anti
heating element bonded to the inboard leading edge of ice boot surface at the point of scpnl´•ntiol,, Allon
each propeller blade. A slip ring and brush block bonding to dry until tacky.
assembly, electronic timer, switch, andnecessary c. Roll repaired area with a rubber roller io
electrical wiring complete the propeller deicing sys- eliminate air bubbles. Roll frolll center (t[ ice t,u~lt
tem. toward the edges being careful to prcvcnr wrinkles.
11-7
690
Section XI MAINTENANCE MANUAI
Optional Equipment
a. Remove propeller in accordance with procedure

GUIDE AND SPRING
outlined in Section IV.
b. Remove plate from rear of brush block and re-
move spring and guide from block as shown in Figure
-I
11-3.
c. Withdraw brush from brush block and remove
brush lead at terminallug. Remove insulating sleeve
from brush lead.
d. Discard old brushes and replace terminal lug.
e. Thread wire leads of new brush through electri-
cal sleeve; insert lead into terminal lug so that sleeve
0 is under collar oi terminal lug and a mauimum of 9. 40
inch of bare wire is showing. Crimp terminal lug.
f. Insert brusher; in brush housing and install guide
and spring as shown in Figure 11-3.
BRUSH BLOCK ELECTRICAL

BRUSH SLEEVING
CAUTION
PLASTIC STICK
and
odepress
not
D-n
brushes
suddenly
oc
damage
as this will
release
lead
nection to brush.
DIRECTION OF
PRESS Place brush block cover in position while guid-
g.
211 14 ing terminal lugs through slots in cover. Install
washer and screws and torque screws to 15-20 inch-
Figure 11-3. Brush Guide and Spring Removal pounds.
h. Reconnect wiring at brush block and apply
Glyptal 2600 on terminal connections and brush block
d. Seal ice boot edges in the repaired area with cover screws.
PR-1422 or Pro-Seal 890.

e. Allow bonding to dry for a minimum of 12 hours ELECTRONIC TIMER. An electronic timer is in-
before flying aircraft, stalled on a panel aft of the de contactor box. This is
a solid state electronic timer which alternately sup-
SLIP RING AND DEICER BRUSHES. The slip ring plies electrical power to the ice boots installed on
will not require routine maintenance providing the the left and right propellers. The timer alternately
brushes are replaced
at the proper intervals. When energizes the left and right propeller ice boots for
the propeller spinner is removed the slip ring and 30 seconds; consequently there is a 30-second period
electrical leads to the ice boots should be inspected between deicing cycles for each propeller. The ele-
for loose or missing hardware. The most important tronic timer is energized by the propeller deice
factor effecting deicer brush wear is the condition of switch located on the overhead switch panel. When
the slip ring surface. The deicer brushes are speci- the deicer system is operating the amperage reading
fically designed to provide a film on the slip ring sur- at each ammeter should increase by 18 amps.
face to reduce friction between the ring and brush,
thereby minimizing brush wear. A breakdown or re-
movalof this film permits the brush to ride on the
bare surface of the copper alloy slip ring causing high ELECTRIC WINDSHIELD WIPER SYSTEM
brush friction. This condition will reduce deicer
efficiency and cause accelerated brush wear. If it is
necessary to clean the slip ring it should be removed GENERAL DESCRIPTION
from the propeller bulkhead and submerged in solvent.
After cleaning, wipe the slip ring with a shop towel
moistened in MEK and dry immediately with a clean The electric windshield wiper system consists of an
towel. electric motor, a flexible drive shaftassembly, a
converter assembly, and an arm and blade assembly
(see Figure 11-4). The system operates from 28-volt
WOTE
de power through three installed on the
switches
Never use carbontetrachloride to clean switch panel. Two of the switches (LH PARK and RH
slip ring. The residue left by this so- PARK) controlthe individual wipers. A separate
lution is injurious to deicer brushes, switch, installed between the left and right wiper
switches, controls the speed of the wipers. A fixed
The nominal length of a new deicer brush is 1.41-inch. resistor, installed in conjunction with the switch,
When brush length reaches O. 81-inch, as indicated by decreases or increases speed of the windshield wiper
the centerline radius of the brush undercut, the brush motor when the switch is placed in SLOW or FAST
must be replaced. To replace the deicer brushes, position. The electric motor drives the converter
proceed as follows: assembly, through a flexible drive shaft. The con-
11-8
690
MAINTENANC~ MANUAL Section XI
Optional Equipment
LINK
ASSY
DRIVE ARM ASSY
PLATE
MOUNTING
~BRACKET
CONVERTER
Y FLEX DRIVE
SHAFT
CONVERTER
DRIVE SHAFT k 1
ELECTRIC DRIVE
MOTOR
´•´•r"
I
SUPPORT
BRACKET
ill a
Figure 11-4. Electric Windshield Wiper
verter assembly incorporates a reduction gear train drive shaft assembly from the electric drive motor,
and aneccentric cam, which converts rotary motion and removing the drive motor from the mounting
of the drive shaft to an alternating motion for driving bracket. The electric drive motor may be installed
the windshield wiper. A paralleling link is installed by reversing the removal procedure, then installing
in conjunction with the windshield wiper arm to main- the radio panel over the instrument panel. When in-
tain the wiper blade in a vertical position throughout stalling the radio panelover the instrument panel care
its travel. The flexible drive shaft assembly is should be taken not damage the instrument panel of
equipped with threaded fittings oneachend for attach components aft of the radio panel.
ing the assembly to the motor and converter. The
windshield wiper drive motor is installed on a bracket
to the right of aircraft centerline just aft of the for-
CAUTION
ward pressure bulkhead (see Figure 11-4).
DRIVE MOTOR REMOVAL AND INSTALLATION. Tape electrical power connectorto pre-
Access to the drive motor installed to the right of air- vent possible shorting
when removin~
craft centerline is gained by removing the radio panel. drive motor, and tape end of Iledble
Removal of the electric drive motor consists of dis- drive shaft to prevent lubricant from
connecting the electrical connections and flexible leaking.
11-9
690
Section XI MAINTENANCE MANUAL
Optional Equipment
ALCOHOL TANK
AND PUMP ASSEMBLY
ALCOHOL
ANTI -ICE
SWITCH
i
ALCOHOL
SPRAY
NOZZLE
ALCOHOL FLUID LINE
?II 1$
Figure 11-5. Windshield Alcohol Anti-ice System
CONVERTER ASSEMBLY REMOVAL AND INSTAL- WINDSHIELD ALCOHOL ANTI-ICE SYSTEM

LATION. To remove the converter assembly, pro-
ceed as follows: See Figure 11-4. An alcohol anti-ice system may be installed on the
aircraft to prevent ice formation on the pilots wind-
a. Disconnect link arm assemb!.y from blade shield (see Figure 11-5). The alcoholanti-ice system
wiper arm. consists of an alcoholreservoir, electrically-driven
b. Disconnect drive arm assembly from converter assembly, necessary fluid tubing, and a spray
pump
assembly shaft. nozzle located forward of the pilots windshield. The
c. Remove attaching screws, disconnect electrical alcohol pump assembly and reservoir are installed in
wiring to instruments installed in radio panel, and the aft portion of the right nacelle. Metaltubing
remove radio
panel. routed through the right wing tunnel and below the
d. Remove attaching nuts, washers, and screws fuselage floor plates connects the alcohol pump as-
holding center instrument panel in position. sembly to the spray nozzle. The alcohol anti-ice
e. Disconnect electrical wiring to instruments in- system is controlled by a switch installed in the over-
stalled in center instrument panel and drop center head switch panel. When the switch is placed in the
panel downward to give access to elei~tric windshield high or low position the alcohol pump supplies pres-
wiper converter assembly. sure to the anti-ice nozzle, which sprays an alcohol
f. Disconnect fle~dble drive shaft from right side mist over the pilots windshield (see Figure 11-5).
of converter. The alcohol reservoir has a useable fluid capacity of
g. Remove attaching bolts supporting electric wind- three U. S. gallons. This will provide 1.5 hours of
shield wiper converter and remove converter, continuous anti-ice operation with the anti-ice switch
in LOW position. Approximately one hour of anti-ice
Installation of the converter assembly is the reverse operation is available when anti-ice switch is in HIGH
of the removal, position. The alcohol reservoir is serviced with
11-10
690
Optional Equipment
isopropyl alcohol through an access door in the upper If resistance is not within 2. 23 2. 72 ohms the trim
right afC nacelle, To determine that spray nozzle tab anti-ice heater must be replaced. Loose edges
holes are open an occasional brief operational check of the heater may be repaired as follows:
is recommended.
a. Clean area around bond separation to remove
oil and foreign material.
b. Apply a coat of EC-1403 to trim tab and heater
RUDDER ANTI-ICING SYSTEM surface at the point of separation. Allow bonding to
dry until tacky.
c. Roll repaired area with a rubber roller to elimi-
The aircraft rudder may be equipped with an electric nate air bubbles. Roll from center of heater toward
anti-icing system. The system consists of three the edges being careful to prevent wrinkles.
separate electric heated elements. The rudder slot d~ Seal healer edges in the repaired area with
heater has two heater elements installed in the upper PR-1422 or Pro-Seal 890.
slot between the rudder and stabilizer. One attached e. Allow bonding to dry for a minimum of 12 hours
to the rudder horn, and one attached to the stabilizer. before flying aircraft.
The third heated element is attached to the forward
end of the rudder trim tab. All heaters are controlled
by the same rudder horn slot relay in the de contactor RUDDERSLOT HEATERS. The rudder slot heaters
box and the anti-ice RUDDER SLOT switch in the will Ilotrequire ally servicing other thalla I,eriodic
overhead switch panel. All heaters operate on 28- check for flying object damage to the overhang edge.
volt de current. The system is operated only during ill the eventdamage occurs the units should be re-
low ambient temperature 400F or below. The trim placed. Susl,ected failure of the slot heaters can be
tab heater isconstructed of neoprene material with quick checked by;l hrround test of ol,eratinbr the heater
imbedded wire heating element. The slot heaters are not more tlian 5 seconds oil 28-volt de. Also verify
heating elements imbedded in dielectric material alzd the resistance of the Ileater cletncllts. If resistance
coated with stainless steel cladding. is within 3. 18 f 0. 05 uhnls for the upper heater
not
and i. 64 _f 0. 05 ohms oil tile forward leads of the
lower Ilertter, and 3. 25 _f O. 05 ohlns for the aft leads
RUDDER ANTI-ICING SYSTEM MAINTENANCE on the lower heater, the heater(s) must be replaced.
In normal usage, heater replacement will not be Removal

necessary for several years. Wear damage to the
trim tab heater can be tolerated until the wire of the a. Place anti-ice rudder slot heater in the OFF
heating element is exposed. When the heater element position.
wires are exposed the heater must be replaced. The b. Disconnect quick disconnects in the rudder or´•
heater should be cleaned with a shop towel moistened stabilizer area.
in MEK or Toluol. The heater should be painted with c. Remove screws attaching heater elements to
a light coating of Vanderbilt Black-out Lacquer to re- stabilizer or rudder, and remove heater.
pair minor wear damage and provide a weather re-
sistant coating. Suspected failure of the trim tab Installation
heater call be quick checked by a ground test of ope-
rating the heater not more than 5 seconds on 28-volt The installation of the rudder slot heater is reverse
de. Also verify the resistance of the heater elements. of the removal procedures.
11-11/11-12
SECTION
RESERVED
690
MAINTENANCE MANUAL
SECTION XII
RESERVED
Change 4 12-1/12-2
SECTION
INSPECTIONS
Maintenance Manual
Section XIII
Scheduled Inspections and Maintenance Requirements
Table of Contents
Page Page
13-2 Major Inspection Guide II 13-164

General Instructions 13-4 Abnormal Ground Loads 13-165
Inspection Schedule
Definitions 13-5
Abnormal Flight Loads 13-167
Maintenance Limits Schedule 13-6 Inspection Schedule
13-7 Lightning Strike Inspection 13-169

150-Hour Periodic Inspection
Program Schedule
13-28 Main Landing Gear Major 13-170

Phased Inspection Program
Phase A 13-28 Inspection Program Guide III
Phase B 13-41
Phase C 13-53 Nose Landing Gear Major 13-172
Phase D 13-66 Inspection Program Guide IV
Calendar Inspection Program 13-79 Dispatch Assurance 13-17J
Check "A" 13-79 Maintenance

Check "Al" 13-94 Preflight Inspection 13-175
Check "B1" 13-111 Turn-Around Inspection 13-178
Check "C1" 13-128 Post-Flight Inspection 13-179
Check "D 1" 13-145 Routine Inspection 13-181
Major Inspection Guide I 13-163
Section XIII
Page: 13-1
Revision 6
May 18, 200-1
Maintenance Manual
The maintenance of Twin Commander airplanes is based on average usage of the airplane in average
climatic conditions. It is designed to ensure that the airplane is in the best possible condition at all times, to
reduce maintenance downtimes, and increase airplane reliability and safety. The maintenance schedules are
to be used as guidelines, establishing what to inspect, and to establish time periods between the inspections.
Twin Commander Aircraft LLC offers Three categories of inspection programs designed to meet the
varying special requirements of the Twin Commander neet. Owners and operators may select one of the
following factory recommended inspection programs, or they may use them as a guide to developing
unique inspection programs for themselves which would require the approval of their local FAA/FSDO, or
equivalent. The inspections must be accomplished in such a manner to prevent, as far as practical, the
failure of a component or malfunction of a system prior to the next inspection. The owner/operator shall
accomplish at least one (1) full inspection program in each calendar year. Each program is a self-contained
package and contains an inspection guide, engine run performance sheet, lubrication diagrams and other
relevant information required to perform the inspection. To ensure the inspection program is kept current,
each package may be photocopied for use as the working copy, leaving the original issue and any
subsequent amendments in the manual. Good operating techniques and maintenance procedures will assist
in maintaining the serviceability of the airplane.
The Phased Inspection Program can only be implemented if less than 50 night hours has elapsed since the
last Periodic Inspection was accomplished.
The Calendar Inspection Program can only be implemented if less than forty-five (45) days have elapsed
since the last Periodic Inspection was accomplished.
To change from one inspection program to another, a complete cycle of the old program must be completed
(Phased Inspection Program 200 flight hours) (Calendar Inspection Program 1 Year) prior to the change
or the change can be accomplished immediately by performing a Periodic Inspection and starting the new
program.
Section XIII
Page 13-2
Revision 6
May 18, 200J
Maintenance Manual
150 Hour Periodic Inspection Program
This inspection, designed primarily for the average to high utilization operator, is based on a 150-flight
hour interval. The program is designed to provide an inspection of the entire airplane at the end of each
period. An operator may exceed the 150-flight hour interval by no more than fifteen (15) additional hours,
however, the next inspection will become due as if the grace period had not been used. Specific fixed
time inspections and life-limited items must be incorporated into this program as they become due. These
items are called out on pages 6 through 6 (c) of this Section.
Phased Inspection Program
This inspection is designed primarily for the average utilization operator where consecutive day downtime
is undesirable, and is based on a 200-flight hour period. The program consists of four (4) phased
inspections, with work accomplished each 50-flight hour period. An operator may exceed each 50-flight
hour interval by no more than five (5) additional hours, however, the nest inspection will become due as if
the grace period had not been used. The inspections vary in content and scope, with different areas of die
airplane being inspected at each phase, and arranged in a sequence to assure tllat upon completion of all
four phases that the airplane has been completely inspected. Specific fixed time inspections and life-linlited
items must be incorporated into this program as they become due. These items are called out on pages 6
through 6 (c) of this Section. If airplane utilization has not been 200 hours in one calendar year, a Periodic
Inspection shall be conducted on the airplane and the operator should consider implementation of the
Periodic Inspection Program or Calendar Inspection Program for wlbsequent years until airplane usage
increases beyond 200 hours yearly.
Calendar Inspection Program
This inspection is designed primarily for the high utilization operator where consecutive days downtime is
undesirable. Calendar maintenance periods are based on a twelve (12) month calendar cycle with minor
inspections carried out at forty-five (45) day intervals, and major inspections at ninety (90) day intervals.
An operator may exceed each, forty-five (45) day interval by no more than four (4) days, ho~vevcr, the next
inspection will become due as if the grace period had not been used. These inspections vary slightly in
depth and scope to ensure that at the end of the eight (8) inspections (twelve month period) the entire
airplane, its systems, and components have been inspected. Major inspections are predicated on average
flying hours per ninety (90) day intervals with a not-to-exceed time of 200 flight hours each period.
Specific fixed time inspections and life-limited items must be incorporated into this program as they
become due. These items are called out on pages 6 through 6 (c) of this Section.
Section XIII
Page 13-3
Revision 6
May 18, 200-1
Maintenance Manual
An operator may choose one of the above described inspection programs, or develop his own, but in all
casesmust adhere to the requirements of the fixed time Maintenance Limits Schedule. Components and
systems, which have a fixed time for specific actions, are covered in this section. Components and systems
which do not have a fixed time are inspected "On Condition" through the routine maintenance checks.
Special Inspections
Special inspections are those which provide minimum reqnirements in the event of abnormal operations,
such as heavy landings, etc. Major structural inspections are also included in this section. The inspection
procedures described are intended only as a guide, and shall be considered the minimum requirement for
the particular inspection. The owner/operator must assure that a thorough and complete inspection has been
carried out.
Flight Assurance Maintenance
Twin Commander Aircraft LLC has provided this program for operators who require a very high degree of
This program is optional at the discretion of the operator, however, the
airplane serviceability. requirements
of this program would be in addition to the requirements contained in the routine programs,
Repairs
Repairs may be accomplished under the guidelines provided in the Federal Aviation Administration ~AA)
Advisory Circular (AC) 43.13-1B (latest revision).
For repairs that cannot be accomplished under the guidelines of the AC, contact Twin Commander Aircraft
LLC Customer Service Dept. and/or an FAA Designated Engineering Representative @ER) for assistance.
Section XIII
Page 133(a)
Revision 6
May 18, 2004
Maintenance Manual
General Instructions
Note: Use of the following procedures will assist in accomplishing the requirements of all inspections.
I. Perform a Pre-Inspection Walk-Around.
2. Perform a Pre-Inspection Ground Run as required by the particular inspection using the ground run
sheets in the inspection package. Record data as required for engine records and engine trend
monitoring.
3. Install a tail stand andjack the airplane as defined in Section II as required by the inspection being
performed. Ensure that the airplane is correctly grounded while in the hangar and that servicing
equipment and personnel are clear of control surfaces before operation of controls.
4. Ensure that all current defects are recorded on the inspection worksheets and that items requiring
additional action at subsequent inspections arenoted. Ensure that Time/Life items, to be complied with
during the inspection, are recorded and the remaining items subject to specific Time/Lives shall also be
checked for sufficient life remaining to continue to the next inspection. Check the applicability of all
A.D.’s, Service Publications issued by Twin Commander Aircraft LLC, Honeywell and Hartzell
Propeller Inc. Check the applicability of publications for all installed equipment and ensure all relevant
instructions are noted for compliance.
5. Some of the requirements of an inspection may be performed in conjunction with a post-night or pre-
flight inspection. Depending on the scope of the particular inspection, a post-maintenance ground run
shall be carried out to re-establish the engine parameters.
6. Inspection of special equipment not covered by the inspection guides, such as cargo, photographic,
search and rescue, etc., shall also be incorporated into the periodic inspections. Such inspections sltlll
also comply with local or Federal Regulations as pertinent.
7. An inspection of an engine or flight control system, or part thereof, must ensure that no tools, foreign
matter, rags or loose articles are present which could impede the free movement and safe operation of
the system.
8. Whenever any part of a primary flight control system has been repaired, adjusted, modified or
renewed, that system which has been disturbed shall be subjected to a duplicate inspection and
functional check.
9. Unless stated othenvise, all operational, functional and system tests shall be carried out when visual
inspections and condition checks have been completed and the system interconnections have been
restored.
10. The access panels, which are to be removed or opened for an inspection, must remain so until all
inspections applicable to that area are completed. Before panels are closed, they shall be inspected for
condition, and the structure within the area enclosed by the panel inspected before the panel is
replaced.
II. Carry out a post-inspection waik-around inspection.
12. Perform post-inspection functional checks as required by the individual inspection.
Section XIII
Page 13-1
Revision 6
May 18, 200´•1
Maintenance Manual
Definitions:
Inspect "To look at carefully; examine critically, esp. in order to detect flaws, errors, etc."
At the time of theinspection the item shaU.be free of any visible defects likely to affect its
continued airworthiness. The item shall be inspected for distortion, dents, scoring, cracking,
corrosion, misalignment, wear and any other condition likely to affect the integrity and general
condition. The use of dye penetrant, magnetic particle and radiographic techniques is authorized to
be used for items in areas where such procedures are required to assure the airworthiness of the
item.
Item "Applies to each separate article or thing entered or included in a list, inventory, record,
etc."
The inspection programs provide the list of items to be inspected.
Overhaul "To check thoroughly for needed repairs. To make repairs, adjustments, etc. (a motor,
etc.) to good working order."
No person may describe in any required maintenance entry or form that an airplane, airframe,
engine, propeller, appliance or component part as being overhauled unless:
i. Using methods, techniques and practices acceptable to the F.A.A., it has been disassembled,
cleaned, inspected, repaired as necessary and reassembled.
2. It has been tested in accordance with approved standards, technical data or in accordance with
current standards and technical data acceptable to the F.A.A.
Rebuild "To restore to a previous condition."
No person may describe in any required maintenance entry or form that an airplane, airframe,
engine, propeller, appliance or component part as being rebuilt unless:
1. It has been disassembled, cleaned, inspected, repaired as necessary, reassembled and tested to
the same tolerances and limits as a new item, using either new parts or used parts that either
conform to new part tolerances and limits, or to approved oversized or undersized dimensions.
Section XXII
Page 135
Revision 6
May 18, 200J
Maintenance Manual
Section Item Action Action Period
Weight and Balance Weigh and Compute 5 Yrs.
LX Environmental Air CLcle Machine Change Oil 450 Hrs.
IX Bleed Air System Perform High Pressure Leak-Check 12 Mos./450 Hrs.

IAW Service Bulletin No. 221.
IV/X Starter Generator Overhaul 900 Hrs.+
VII Bendix Servo Models 301311 Clean Lubricate Gears. Check Motor 750 Hrs.*
30135. Capstan Models 2268A Brushes and replace as necessary. Check
2268A-1. Torque.
VII Trim Servo Models 3014D(-2), Inspect Gears Bearings. Replace as 1500 Hrs.*
3014F(-2), 30146(-2), 3014B(-2), necessary. Inspect motor replace as
30145(-2), 3014K(-2)& 3014L(-2) necessary.
VII H-14 Autopilot System
GG201 or GG301 Attitude Indicator Remove and replace air filter for system 50 Hrs.*
and GG202 or GG302 Directional with no central air filter.
Gyro Remove and check air filter and replace 12 Mos.*
if necessary for system with central air
filter.
Caution!
Failure to replace filters as instructed
can cause premature failure of the
Attitude Indicator and Directional
Gyro.
Note:
For the GG201 Attitude Indicator and
GG202 Directional Gyro, use Sperry or
Garwin 149828 filters for replacement.
For the GG301 Attitude Indicator and
GG302 Directional Gyro, use Aviation
Instrument Mfg. Corp. 243-69 filters.
MG113A and MG113E Servo Lubricate (Refer to Section II Figure 2- 300 Hrs.*
Actuators 12)
MG112 and MG112A Trim Actuators Lubricate (Refer to Section II Figure 2- 300 Hrs.*
12)
Section XIII
Page 136
Revision 6
May 18, 200´•1
Maintenance Manual
VII Relief Valves on Pneumatic System Check for cleanliness and clean as 150 Hrs.*
necessary.
V Fuel Quantity Indication System Calibrate 950 Hrs. or Gauge/
Probe Change.
V I Low Fuel Warning Check Operation 950 Hrs.
III I Hydraulic Reservoir Filter Replace 450 Hrs.
VI Landing Gear Control Assy. Lubricate 12 Mos.
VI Main Landing Gear Assy. Inspect IAW Major Inspection Guide III 5 Yr./3000 Hrs."*
VI Nose Landing Gear Assy. Inspect IAW Major Inspection Guide IV 5 Yr./3000 Hrs.**
VI Main Landing Gear Actuating Inspect IAW Major Inspection Guide III 5 Yr./3000 Hrs.*"
Cylinders
VI Nose Landing Gear Actuating Inspect IAW Major Inspection Guide IV 5 Yr./3000 Hrs.*"
Cylinder
VI Nitrogen Blow-down Bottle Hydrostatic Test @OT-3AA) 5 Yrs. Ref: CFR 49

Part 173.34
VIII Altimeters Transponders Test Per FAR 91.411 91.413 24 Mos.
VIIZ Compass Systems Swing Compass 24 Mos. Or

Compass
Change
IX Oxygen Cylinder Hydrostatic Test (DOT-3AA) 5 Yrs. Ref: CFR 49

Part 173.34
IX Oxygen Regulator Inspect Test 5 Yrs.
II Main Cabin Door Emergency Exit Inspect 1950 Hrs.

Structure
II I Emergency Exit operate 12 Mos./450 Hrs.
II I Cabin Door Latching Locking Inspect and Check Operation 450 Hrs.
Mechanism
Section XIII
Page 13-6(a)
Revision 6
May 18, 2004
Maintenance Manual
Perform Dynamic Balance Ref: TPE 331 SIL

II I Propeller
P331-52
Overhaul Ref: Hartzell

Propeller Service
Letter HC-S1,-6 I-
61
and Bolts Replace 3600 Hrs.

IV Engine Isolator Assemblies
IV Engine Overhaul Ref: Honeywell

Service Bulletin
TPE3~1-72-0´•IOJ
IV Fuel Flow Divider Inspect and Clean Screen*** 300 Krs.*
IV P3 Air Filter Inspect and Clean 150 Hrs.*
IV Fuel Manifold Purge System Inspect and Clean Filters** 300 Hrs.+
IV Fuel Nozzles Perform Pressure Check"" Ref: Honeywcll

CleanandTest*** 72-00-00
IV Plenum Drain Valves Check Operation*** 300 Hrs.*

Clean""’ 600 Hrs.*
Inspect""" 300 Hrs.*

IV Igniters
Inspect and Clean*** 300 Hrs.

IV Torque Limiter Filter
IV Tachometer-Generator Inspect Spline 450 Hrs.*
Section XIn
Page 13-6(6)
Revision 6
May 18, 200J
Maintenance Manual
IV ITT Indication Check And Or Calibrate 450 Hrs.
IV Engine Oil Change Type I Oil 400 Hrs.

Change Type II Oil 900 Hrs.
Notes:
1. Action Items should be incorporated into the nearest scheduled maintenance event,
2. Action Items are to be accomplished upon reaching either the hourly or calendar limitation (based
upon which is reached first).
3. Action Periods (Intervals) are subject to change based on field experience. Changes in Intervals
may also be based on the recommendation of the Original Equipment Manufacturer (OEM). In
cases where an OEM has revised their publication that addresses periodic inspection requirements,
acceptable to reference that publication when the information provided differs from that
it is
provided in the Twin Commander Aircraft LLC Maintenance Limits Schedule. The aircraft
permanent record shall be annotated to reflect the publication, the revision level, and the date of
revision.
4. Refer to the OEM’s Maintenance Manual for details on performing the Action specified in this
schedule. ("X")
Section XIII
Page 13-6(c)
Revision 6
May 18, 2004
Maintenance Manual
150 Hour Periodic InSl)ection Pro~ram Mech. Insp.
Pre Inspection Walk Around Check
J Carry out external and internal visual inspection of the airplane noting signs of damage and
obvious wear.
J Record defectsforsubsequent rectification.
Note: Refer to the applicable Flight Manual Normal Procedures Section for a
detailed Visual Inspection Guide.
External
J Removeinlet, exhaustandpitotcovers. (ifinstalled)
J
Inspect propellers for damage and ensure that they are on the Start Locks.
J Inspect compressor inlet for foreign objects and oil leaks. Depress inlet moisture drain and
check for the presence of water or oil.
J Rotate the propeller in the direction of rotation. Listen for unusual noises and check for
binding.
J Check oil level. Oil should be visible on fill port screen.
J Inspect the exhaust pipe for security, damage and evidence of oil leaks.
J Inspect tires forproperinflation.
J Inspect brakes for leaks and any condition that would affect operation.
J Ensure that aircraft is positioned so as to prevent damage to the aircraft, nearby aircraft,
structures or personnel.
J Check operation of external lights. (Position, Anti Collision, Strobe, etc.)
Interior
J Verify that the Landing Gear Selector is in the "Down and Locked" position.
J Verify proper operation of the au;uiliary hydraulic pump and brakes.
J Check engine controls for freedom of movement and travel.
Section XIlI
Page 13-7
Revision 6
May 18, 200´•1
Maintenance Manual
150 Hour Periodic IusI,ectiou Proeram Mech, Insp,
Pre Inspection Functional Checks
Caution! Operation of the airplane, on the ground or in flight, shall be accomplished
in accordance with the applicable Airplane Flight Manual!
Note: Use the Airplane Flight Manual Checklist to perform engine starts and systems checks.
J Start one engine and check operation of hydraulic system (by cycling the flaps) and note if
there is airflow into the cabin with the bleed air selected "Off’ for that engine.
J Start the second engine, perform the run checks and record the parameters on run sheet.
J Check operation of the propeller synchronization system.

J Withboth generators on line check load sharing.
J WiththeLeft generatoronlinecheck load.
J With the Right generator on line check load.
J Check hydraulic function by operating flaps through fullrange. Observe pressure.
J Operate the environmental system. Check for Normal, M;LU Flow and Temperature Control.
J Check operation ofoutflowvalvevacuum system.
Caution! Observe Ground Operation Limits when conducting Anti/De-Ice System

checks!
J Checkpropellerdeicing system, observede-iceammeter.
J Checkstallandpitotheat systems, observeammeter.

J Check wing and empennage de-icing boots, visually observe operation.
J Check vacuum system gyro pressure.
J Checkaltauralwarning systems.
J Shut down the first engine started and check operation of hydraulic system (by cycling the
flaps) and note if there is airflow into the cabin with the bleed air selected "Off’ on the
operating engine.
J Shutdown second engine.
J Check operation of groundblowers.
J Checkauxiliary hydraulicpump operation.
Checkoyeration~full andfree) of allflightcontrols.
J Checktrimcontrols, mechanical andelectrical.

J Check internal lights (Cockpit and Cabin) for operation.
J Checkenginesforoil leaksandoillevel.
Section Xm
Page 13-8
Revision 6
May 18, 2004
Maintenance Manual
150 Hour Periodic InsDection Prog:ram Mech. t Insp,

L R
Note: Read the General Instructions page of this Section before commencing the inspection
Zone 6 7 Refer to Figure 13-1.
Propeller Refer to Section IV for Maintenance Practices. Refer to Section XI for

Maintenance of the Propeller De-ice System.
Note: To perform inspection on propeller components, remove the spinner and upper smile.
i. Propellerspinner- Cleanand inspectfordamage.

2. Propeller blades Clean and inspect for damage, particularly nicks, dents, corrosion and
cracks.
3. Propeller de-ice boots and wiring Inspect for condition, security, and operation. Record
ammeter reading. Evaluate system condition by comparing reading from last Inspection.
4. Propeller hub assembly Inspect for oil/grease leaks, cracks and misalignment.
5. Propeller deicer brush block and slip ring assembly Inspect for condition, brush wear and
security. Clean brush-block assembly and slip rings, as required, for proper operation.
6. Propeller sync pickup Inspect for condition and security. Check clearance between
pickup and target. (Clearance .020")
Engine Nacelle and Cowling Refer to Section IV for Maintenance Practices.
1. Cowling, fasteners, forward cowl ring and support assembly Inspect for damage and wear
condition of seals.
2. Inlet air scoop and top nose cowl Inspect for damage, cracks and security.
Caution! Ground operation of the generator inlet anti-icing system for longer than
ten (10) seconds may cause permanent damage to heating elements!
3. Generator inlet heat boot Inspect for condition, security and operation. Refer to Section
XI for Maintenance Procedures.
4. Exhaust pipeassembly Inspect for security, cracks and evidence of e?thaust seal leakage.
5. Wing inspection lights Inspect for condition, security and operation.
Engine General Refer to Section IV for Maintenance Practices.
1. Engine mounts, mount brackets and mount bolts Inspect for damage and security.
2. Fluid lines and connections Inspect for leaks, cracks, chafing and security.
3. Electrical wiring and connections Inspect for insulation, corrosion, chafing and security.
Mechanical linkage and cables Inspect for binding, proper rigging and security.
Section XIII
Page 13-9
Revision 6
May 18, 200´•1
Maintenance Manual
~50 Hour Periodic InsDection Proeram Mech. Tnsp.

LR
Engine Components (Accessory Equipment)
I. Oil filter Inspect for contamination and metal particles. Replace with new filter. Inspect
forleakage and security. Oi~efer to Honeywell SIL P331-97 for details on oil and filter
analysis program.)
2. Fuel filter Inspect for contamination, clean and install fuel filter. Inspect for leakage and
security. Paper-type filters should be discarded and replaced with new filters.
3. Starter generator Refer to applicable Vendor Maintenance Manual for wear check and
lubrication requirements.
(a) Inlet duct assembly Inspect for damage, distortion and for adequate clearance
between screen and fan.
(b) Remove starter generator Clean and inspect shaft splines for wear.
(c) Commutator and brushes Inspect for wear and arcing.
(d) Inspect electrical connections, then install starter generator and verify security.
4. Propeller governor Inspect for leakage, proper rigging and security.

5. Propeller pitch control Inspect for leakage, proper rigging and security.
6. Fuel control unit Inspect for leakage, proper rigging and security.
7. Fuel solenoid valve Inspect for leakage, proper rigging and security.
8. Fuel flow divider Inspect for leakage and security.
9. Engine controls Inspect for proper rigging, security and lubrication.
Caution! Lubricate Linkages Only! Refer to Engine Maintenance Manual!
10. Accessory drive case Inspect for corrosion and leakage.

Il. Magnetic chip detector Inspect for condition and security.
12. Hydraulic pump and lines Inspect security and leakage of lines and connections.
13. Tachometer-generator Inspect electrical connection and security.
14. Oil cooler Inspect for security, leakage and condition of tt~e core.
15. Bleed air shut-off valves and check valve (if installed by Custom Kit No. 12813) Inspect
for condition, operation and security.
16. Ignition box, leads and igniters Inspect electrical connections and security. Check
operation.
Compressor and Turbine Section Refer to Engine Maintenance Manual for Maintenance
Practices.
i. Compressor air inlet Inspect for damage (Cracks in the epoxy paint may indicate the
presence of corrosion.) and the presence of engine oil which indicates a leakage at the
compressor seal.
2. First stage compressor impeller Inspect for nicks, cracks and distorted blades that indicate
foreign object damage.
3. Inlet sensors Inspect for damage and security.
4. ITT lead connector Inspect for damage and security.
5. Fuel nozzles and manifold assemblies Inspect for leakage and security.
Note: Refer to Engine Maintenance Manual for Fuel Nozzle Maintenance Practices.
Section XIII
Page 13-10
Revision 6
May 18, 2003
Maintenance Manual
150 Hour Periodic IusDection ProeraI11 Mech. Insp.
Landing Gear Emergency Extension System Nitrogen Storage Bottle Filler Valve and
Gauge
i. Filler valve Open valve and release pressure. Observe that pressure drops to 0 (zero) on
the gauge and that the system is free of hydraulic fluid.

2. Service the system with nitrogen to 425 525 PSI and verify actual pressure using a
calibrated external gauge.
Zone 4 and 5 Refer to Figure 13-1.
Wing
1. Skin
(a) Inspect conditionofpaint.
(b) Inspect for buckling that would indicate internal damage. If buckling is found, expand
inspection work-scope as required.
(c) Inspect for evidence of corrosion, working and missing or loose fasteners.
2. Vents and drains Inspect for leakage, damage and proper positioning.
3. Access covers and inspection plates Inspect for cracks, damage and security.
4. Fuel filler cap and anti-siphon valves Inspect for condition and security.
5. Landing lights Inspect for condition, security and operation (refer to Section X).
6. Stall warning vane Inspect for condition, security. Check operation of warning and de-ice
systems.
7. Aft wing spar assembly Inspect spar section visible in nacelle for buckling cracking and
loose or missing fasteners between the WS 85.01 and 98.36.
8. Inspect the main landing gear attaching ribs, supports and angles at WS 85.01 and 98.36 for
buckling, cracking and loose or missing fasteners.
Wing Surface De-ice Boots Refer to Section XI for Maintenance Practices.
i. De-ice Boots Inspect for damage, condition and security.
Wing Tip
1. Wing tips Inspect for condition and security.

2. Navigation light lenses Inspect for condition and security.
3. Navigation, strobe and recognition (if installed) lights Check operation.
Aileron Refer to Section VII for Maintenance Practices. Refer to Figure 13-2 for Lubrication
Practices.
1. Skin Inspect condition of paint. Inspect for corrosion, cracks and loose or missing
fasteners.
2. Aileron hinge points Inspect for wear and security.
3. Aileron trim tab hinge points Inspect for condition and lubricate.
4. Aileron trim tab actuator Inspect for security, condition of electrical connections and
operation.
5. Aileron bell-crank, push-pull rods, cables and attachments Inspect for sealrity and check
cable tension.
6. Trim tab free-play Inspect for adherence to tolerances called out in Section VII for
Maintenance Practices.
Section XIII
Page 13-11
Revision 6
Map 18, 200´•1
Maintenance Manual
Twin Commander ~LCZodel 690
150 Hour Periodic InsDection Proera~ Mech. Insp.
Wing Flaps Refer to Section VII for Maintenance Practices.
1. Skin Inspect condition of paint. Inspect for corrosion, cracks and loose or missing
fasteners.
2. Attach points Inspect for wear and security.
3. Upper wing trailing edge Inspect condition of chafe strip and for proper flap adjustment.
4. Drive sheaves, push-pull rods and control cables Inspect condition, security and check
cable tension.
Zone 1 Refer to Figure 13.1.
Fuselage Nose Section Exterior
1. Access doors and inspection plates Inspect for damage and security.
2. Radome Inspect for damage, delamination and security.
3. Fuselage skin Inspect condition of paint. Inspect for damage and corrosion.
4. Pitot tubes Inspect for condition and obstructions. Check operation ofPitot Heat.
Caution! Do Not Operate Windshield Wipers On A Dry Windshield!
5. Windshield wipers Inspect for condition of wiper blades and arms. Check operation.
6. Recognition lights (ifinstalled)- Inspect for condition of lenses and security. Check
operation.
Zone 2 Refer to Figure 13.1.
Cabin Pressurized Section Exterior General Refer to Section II for Maintenance Practices.
2. Fuselage skin Inspect condition of paint. Inspect for damage, cracks, corrosion and loose
or missing fasteners.
3. Windshields and windows Inspect for crazing, scratches, cracks, nicks and condition of
seals.
Cabin Door and Step Refer to Section II for Maintenance Practices and Figure 13-2 for
Lubrication Practices.
I. Door hinges Inspect for wear, lubrication and security.

2. Door seal Inspect for condition and security.
3. Cabin door latching mechanism Check operation of door latching mechanism. Ensure
that all moveable bayonets work freely and perform a visual inspection to ascertain that
they all protrude approximately the same amount past the door frame when in the retracted
position. @oor handle in the "Open" position.) If any bayonets appear to be unusually
short, perform a cabin door bayonet rigging check in accordance with procedures outlined
in Section II.
4. Cabin doorlocking mechanism Check for operation and ensure positive locking and
warning switch adjustment.
Section XIII
Page 13-12
Revision 6
May 18, 200´•1
Maintenance Manual
150 Hour Periodic InsDection Proeram Mech. Insp.
Zone 2 Refer to Figure 13-1.
Center Fuselage Section Exterior General Refer to Section II for Maintenance Practices.
I. Access doors and inspection plates Inspect for damage and security.
2. Fuselage skin Inspect for damage, paint condition, corrosion and loose or missing
fasteners.
3. Vents, drains and static ports Inspect condition.
Aft Fuselage Section General Refer to Section II and Section X for Maintenance Practices.
I. Access doors and inspection plates Inspect for damage and security.
2. Fuselage skin Inspect for damage, paint condition, corrosion and loose or missing
fasteners.
3. Vents, drains and static ports Inspect condition.
ii. Tail-skid Inspect for damage and security.
5. Tail cone Inspect condition.
6. Navigation lights Inspect condition. Check operation.
7. Anti-collision lights Inspect condition. Check operation.
8. Strobe lights Inspect condition. Check operation.
9. External power receptacle Inspect condition.
EIorizontal Stabilizers
1. Stabilizer skin Inspect for damage, paint condition, cracks, corrosion and loose or
missing fasteners.
2. Stabilizer structure Inspect for damage, cracks, corrosion and loose or missing fasteners.
3. Perform"Squeeze" testas outlinedinSectionlI.
4. De-ice boots Inspect condition and security. Refer to Section XI for Maintenance
Practices.
Vertical Stabilizer
1. Stabilizer skin Inspect for damage, paint condition, cracks, corrosion and loose or
missing fasteners.
2. Stabilizer structure Inspect for damage, cracks, corrosion and loose or missing fasteners.
3. Perform "Squeeze" test as outlined in Section II.
4. De-ice boot Inspect for condition and security. Refer to Section XI for Maintenance
Practices.
Rudder Refer to Section VII for Maintenance Practices. Refer to Figure 13-2 for Lubrication
Practices.
I. Structure Inspect for damage and sealrity.

2. Rudder slot and trim tab de-ice boots Inspect for condition and security. Check operation.
Section XIII
Page 13-13
Revision 6
May 18, 200-1
Maintenance Manual
150 Hour Periodic InsaectioI1 Proeram Mech. Insp.
3. Rudder hinge points Inspect for wear and security.

4. Rudder torque tube Inspect for damage and security.
5. Rudder travel stop pads and bolts Inspect for damage and security.
6. Trim tab actuator attach points Inspect security.
7. Trim tab free play Inspect for adherence to tolerances. (Refer to Section VII for
Maintenance Practices.
8. Rudder cables Inspect for fraying and check tension. Refer to Service Bulletin No. 195B
for detailedinspection requirements at FS 409.00. Refer to Service Information No. 199 for
modification option.
Elevator Refer to Section VII for Maintenance Practices. Refer to Figure 13-2 for Lubrication
Practices,
1. Structure Inspect for damage and security.

2. Elevator hingepoints -Inspectforwearand security.
3. Push-pull rods inspect condition of rod ends and security.
4. Trimtab attachpoints-Inspect security.
5. Aft torque tube Inspect rod attachment and security.
6. Trim tab free play Inspect for adherence to tolerances. (Refer to Section VII for
Maintenance Practices.)
7. Elevator cables Inspect for fraying and check tension.
Zone 1 Interior Refer to Figure 13-1.
1. Power brake/steering valves and lines Inspect for leakage and security.
2. Rudder balance cable, pulleys, pulley brackets, guard pins and turnbuckles Inspect for
condition, security and safety.
3. Outflow/safety valves Inspect for condition and security.
4. Electrical components, wiring and electrical connections Inspect for chafing, corrosion
and security.
5. Vacuum filter Inspect and clean or replace as necessary.
6. Defrost blower Inspect electrical connections and ducts for security and condition. Check
operation.
Zone 2 Interior Refer to Figure 13-1.
Crew Compartment
1. Windshield and windows Inspect for crazing, scratches, cracks, nicks and condition of
seals. Refer to Section II for Maintenance Practices.
Instrument Panel Refer to Section VIII for Maintenance Practices.
1. Instrument panel shock mounts Inspect condition and security.

2. Instrument hoses, electrical wiring bundles and connections Inspect for chafing,
corrosion and security.
3. All instruments and instrument lig~lting Inspect condition. Check operation.
4. Auto-pilot control head and electrical connections Inspect condition. Check operation.
5. Cabin pressurization controller and solenoid valve Inspect condition.
6. Altimeters Compare current barometric pressure against field elevation.
Section XIII
Page 13-14
Revision 6
May 18, 2004
Maintenance Manual
~50 Hour Periodic InsDection Proeram Mech, Insp,
Overhead Switch and Circuit Breaker Panel Refer to Section X for Maintenance Practices.
1. Electrical wire bundles and connections Inspect for corrosion, chafing and security.
2. Panels Inspect for security. Check lighting and condition of "legends".
Engine Controls Refer to Section IV for Maintenance Practices. Refer to Figure 13-2 for
i. Engine control levers Inspect for proper adjustment, locking, security and freedom of
movement.
Flight Controls Rudder/Brake Pedals, Control Column Aileron and Elevator Linkage
Refer to Section VII for Maintenance Practices.
Note: Inspection of under-floor items shall be accomplished through the exterior belly
inspection panels. Refer to Section II for locations. Should any discrepancy be noted or
suspected, it will be necessary to access the affected area through the interior access panels.
I. Rudder/brake pedal attach pointsInspect for freedom of operation.

2. Control column and rudder/brake pedal boots Check condition and mounting.
3. Aileron control cable drum, cables, attach points and stops Check condition.
4. Elevator transfer and push-pull tubes, cables and stops Inspect condition. Refer to Service
Letter 349A for inspection details.
5. All flight controls Check for freedom of movement.
6. Landing gear and flap control valve Inspect for leakage and check rigging and security.
7. Crew compartment area Inspect for cleanliness and condition.
Passenger Compartment
i. Certificates Ensure that they are in place.

2. Seats, tracks, seat belts and seat adjusting mechanisms Inspect condition. Check
operation, lubricate as required and check for security.
3. Oxygen system Inspect for condition and security. Check operation.
4. Windows Inspect for cleanliness and condition. (Refer to Section II.)
5. Emergency exit-Inspectfor security.
6. Instruction, reading, floor and overhead lights Inspect condition, operation and security.
7. Pressurization/air conditioning ducting Inspect for leakage, damage, chafing and security.
8. Cabin temperature sensing unit Inspect condition and cleanliness.
9. Control surface control cables and pulleys Check for freedom of movement, damage and
security.
10. Hydranlic lines Inspect for leakage, damage and security.
Il. Cabin area Inspect for cleanliness and condition.
Electrical Junction Bores Refer to Section X for Maintenance Practices.
Cantion! Disconnect Batteries and Ground Power Prior to Opening Junction Bores!
i. Remove all electricaljunction box covers and inspect for evidence of arcing, corrosion and
security.
Section XIII
Page 13-15
Revision 6
May 18, 2001
Maintenance Manual
150 Hour Periodic InsrJection Pronra~ Mech, Insp,
Interior General
Under floor structure Inspect for corrosion, damage and cleanliness.
Flight Control System Aileron, Elevator, Rudder and Flaps Refer to Section VII for
Maintenance Practices. Refer to Figure 13-2 for Lubrication Practices.
1. Control cables Inspect for freedom of movement, fraying and corrosion.

2. Control cable turnbuckles, pulleys and fair-leads Inspect for condition and safety.
3. Flap master sheave, torque tube and slave sheave Inspect for security and corrosion.
4. Flap position transmitter and attach points Inspect for security and check operation.
5. Trim tab chains Inspect condition and for corrosion. Lubricate as required.
6. Sprockets and flexible shafts Inspect condition. Lubricate as required.
7. Trim tab position transmitters Inspect condition. Check operation.
8. Aileron, elevator, rudder and elevator trim servos Inspect for condition and security of
electrical connections.
Hydraulic System Components Refer to Section III for Maintenance Practices.
i. Fluidcarrying lines and fittings Inspect for leakage, damage and security.
2. Wing flap flow control valves Inspect for leakage, damage and security.
3. Wing flap actuating cylinder Inspect for leakage damage and security.
Fuel System Components Refer to Section V for Maintenance Practices.
I. Fuel lines and drains Inspect for leakage, condition and security.
2. Fuel sump and fuel sump enclosure Inspect for fuel leakage and corrosion.
3. Fuel shut-off valves Inspect for leakage and security of electrical connections. Check
operation.
4. Fuel quantity wiring harness Inspect for condition and security of connections.
Ice Protection System Components Refer to Section XI for Maintenance Practices.
1. Regulated air and de-ice lines Inspect for damage, corrosion and security.
2. Pressure regulator Inspect for condition and security.
3. Vacuum regulating valve Inspect filter for cleanliness, replace as necessary. (B3-5-1)
4. Air ejector distributor valve Inspect for security. Inspect overboard vent to ensure that it
is not restricted by foreign objects.
Section XIII
Page 13-16
Revision 6
May 18, 2004
Maintenance Manual
~50 Hour Periodic InsDection Proeram Mech. Insp.
Air Conditioning and Pressurization System Refer to Section IX for Maintenance

Practices.
i. Bleed air pressure lines Inspect for condition of insulation. Inspect fittings and clamps for
security. Inspect for damage and evidence of leakage.
2. Bleed air shut-off valves Inspect for security of clamps and electrical connections.
Inspect for evidence of leakage. Check operation.
3. Jet pump assembly Inspect for condition and security.
4. Refrigeration system -Inspectthefollowing:
(a) Ducts Inspect for condition and security.
(b) Clamps Inspect for proper installation.
(c) Air cycle machine Check oil level.
(d) Inlet duct and inlet duct pressure switches Inspect for condition and security of
electrical connections.
(e) Ground blower Inspect for security. Check operation.
(f) Outlet duct Inspect for condition and security.
(g) Water separator (if equipped) Inspect and/or replace element.
5. Distribution ducts Inspect for condition and security.
6. Hot air valve Inspect for condition and security. Check operation.
Oxygen System Refer to Section IX for Maintenance Practices.
1. Oxygen cylinder Inspect for condition and security. Note Hydrostatic Test Date.
2. Oxygen lines and fittings Inspect for condition and security.
Landing Gear Emergency Extension System Refer to Section VI for Maintenance

Practices.
I. Nitrogen cylinder Inspect for condition and security. Note Hydrostatic Test Date.
Electrical Components AC and DC Refer to Section X for Maintenance Practices.
I. Electrical and avionics component mountings Inspect for security.

2. Electrical wire bundles Inspect for damage and security.
3. Electrical connectors Inspect for damage, corrosion and security.
4. DC contactor box Inspect exterior and interior for damage and security.
Batteries Refer to Section II for Maintenance Practices.
Caution! Remove Batteries from the Airplane Prior to Servicing or Charging!
I. Batteries Service in accordance with Battery Manufacturer’s recommended procedures.

2. Battery connectors Inspect for wear and damage.
3. Battery mounts, mounting area and vent system Inspect for damage and corrosion.
4. Batteries Re-install and inspect for security.
Baggage compartment Refer to Section II for Maintenance Practices.
1. Baggage compartment and baggage compartment door Inspect for condition and security.
Section XLII
Page 13-17
Revision 6
May 18, 2004
Maintenance Manual
150 Wour Periodic InsDection Proeram Mech. Insp.
Zone 1, 6 and 7 Refer to Figure 13-1.
Landing Gear Inspection
1. With the aircraft weight on the nose wheel, move the nose wheel to maximum travel to the
left and then right. Measure angle of deflection from centerline in both directions.
Maximum angle shall be 45" in both directions. Leave the nose wheel fully deflected to the
left or right.
2. Place the airplane on jacks and attach a weighted tail stand, as outlined in Section VI.
3. Jack the aircraft. As the aircraft is raised, observe that the nose wheel returns to the
centered position. If the nose wheel fails to center, follow the procedures outlined in
Section VI Interim Change of January 15, 1987, for corrective action.
Landing Gear Control Assembly Refer to Section II Figure 2-13 for Lubrication Practices.
I. Arm and shaft conrlections Inspect for loose roll pins, excessive free play and safety.
2. Down-and-locked latch Check for positive locking with no play in selector handle.
3. Control assembly Clean and lubricate.
Nose Landing Gear Refer to Section VI for Maintenance Practices. Refer to Figure 13-2 for
I. Scissors and Inspect for wear and security.

bushings
2. Piston and forkassembly Inspect for leakage, condition of plating and corrosion.
3. Drag brace Inspect for damage and security.
4. Drag brace bearing support structure Inspect for loose or missing rivets, cracking,
5. Trunnion fittings Inspect for wear and security.
6. Actuating cylinder Inspect for leakage and security.
7. Bungee spring Inspect for wear at attach points, corrosion and security.
8. Landing gear position switches Check operation. Clean and lubricate as required.
9. Steering cylinder Inspect for leakage and security.
10. Steering bypass valve Inspect for leakage and security.
Il. Parking brake valve Inspect for leakage and security.
12. Fluid lines and connections Inspect for leakage, damage and security.
13. Nose gear door actuating rods and rod ends Inspect for alignment, tvear and security.
14. Nose gear doors Inspect for interference, damage, proper rigging and security.
15. Nose landing gear wheel well Inspect for evidence of interference between landing gear
and well:structure, cleanliness and damage.
16. Nose gear steering collar Inspect for cleanliness, wear, condition of friction pads and
security.
17. Nose wheel assembly Remove clean and inspect.
(a) Nose wheel Inspect for cracks and corrosion.
(b) Tire Inspect for wear, weather cracking, oil contamination, cuts, flat spots and proper
inflation.
(c) Inspect for wear and corrosion.
Axle
Bearings Remove, clean, inspect for roughness
(d) or overheating and re-pack.
Bearing cups Inspect for pitting or scoring.
(e)
Bearings-Install.
(f)
18. Nose wheel assembly Install and secure.
Section XIII
Page 13-I8
Revision 6
May 18, 2004
Maintenance Manual
150 Hour Periodic InsDection Proeram Mech. Insp.

LR
Main Landing Gear Refer to Section VI for Maintenance Practices. Refer to Figure 13-2 for
Lubrication Practices. Refer to Section II for Servicing Instructions.
Main Landing Gear
i. Trunnion retaining taper pins Inspect for security.

2. Torque link assembly Inspect shaft for cracking, wear and straightness. Inspect bushings
for wear.
3. Strut outer body Inspect for damage at retract cylinder attach clevis, drag brace attach
points and gear door strut hook.
4. Drag brace Inspect for cracks at gear door actuator assembly attach point, security of the
landing gear down-and-locked switch and proper rigging.
5. Down-lock bungee Inspect for fraying and deterioration. Squeeze the bungee with the
thumb and forefinger, if contact can be made, replace the bungee.
6. Retraction cylinders Inspect for leakage, wear and security.
7. Piston and fork assembly Inspect for leakage, condition of plating, cracking and
corrosion.
8. Main landing gear wheel assembly Remove, clean and inspect.
(a) Wheel assembly Inspect for cracks and corrosion.
(b) Tire Inspect for wear, weather cracking, oil contamination, cuts, flat spots and proper
inflation.
(c) Axle Inspect for wear and corrosion.
(d) Bearings Remove, clean, inspect for roughness or overheating and re-pack.
(e) Bearing cups Inspect for pitting or scoring.
9. Main landing gear wheel assembly Install
10. Brake assembly Inspect for leakage and damage.
11. Brake disc and linings Inspect for wear and condition in accordance with Brake
Manufacturer’s Maintenance Manual.
12. Brake lines Inspect for chafing, fraying and security.
Nacelle and Wheel Well
1. Uplock mechanism Inspect for broken extension springs or hardware, hydraulic leaks and
wear at uplock arm slot.
2. Fluid lines Inspect for chafing, damage, leakage and security.

3. Electrical wire bundles Inspect for chafing and security.
4. Main landing gear supports, angles and ribs Inspect for working, loose or missing
fasteners and cracks.
5. Main landing gear forward doors and linkage Inspect for damage and security.
6. Main landing gear aft doors Inspect for condition and security.
7. Door control valve, priority valves and actuating cylinders Inspect for leakage,
alignment, condition and security.
Section XIII
Page 13-19
Revision 6
May 18, 200´•1
Maintenance Manual
150 Hour Periodic Insaection Pro9;ram Mech, Insp,
aydraulic Components Left Nacelle
I. Reservoir, accumulator/regulator, au~iliary hydraulic pump, thermal reliefvalve, auxiliary

hydraulic pressure switch and lines Inspect for leakage, damage and security.
2. Hydraulic reservoir Inspect/replace filter. Service in accordance with procedures outlined
in Section II.
3. Accumulator/regulator Service in accordance with instructions in Section II.
aydradic System Functional Check
i. Auxiliary hydraulic pump Check operation. (470 605 PSI).

2. Hydraulic shutoffvalves- Checkoyeration.
3. Landing gear Perform landing gear retraction check in accordance with Section VI
procedures.
Landing Gear Inspection Completion
i. Landing Gear Selector Verify that selector is in the "Down and Locked" position
and that the three (3) down-and-locked indicators are illuminated,
2. Remove the airplane from thejacks and tail stand.
Post Inspection Checks
J Carry out external and internal inspection of the airplane ensuring that all access panels,
doors and covers are secure.
J Windshields and windows for cleanliness and free of defects.
J Tirepressures appearnormal.
J Strutextensions appearnormal.
J Staticwicksfor security.
J Interiorand exteriorclean.
J Control locks and covers installed as required or onboard.
v/ Airplane Flight Manual, Airworthiness Certificate, Registration and Radio License
onboard.
J Logbook entries completed.
Cantion! Operation of the airplane on the ground or in flight, shall be accomplished
in accordance with the applicable Airplane Flight Manual!

J Engines Perform a ground run and check for leaks. Check oil level after shut down.
J Systems-Electrical, HydraulicandPneumatic.
J Flight Controls Full travel and binding. Return trim tabs to neutral if displaced during
inspection.
J Secure airplane after shut down. Control locks as required.
Section XIII
Page 13-20
Revision 6
May 18, 200J
Q
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69. 60
11.80
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90. 00
97.50
106.50
116. 00
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oX
690
Section XIII MAINTENANCE MANUAL
Inspections
WOTE
ON EACH DETAIL.
A
I
~s"-\
J L
I
C ii3
B I I O
N
D M
EF G H K
11 )7
APPLICATION
SYMBOL
4
HAND PACK MIL-G-81322A AIRCRAFT GREASE OR EQUIVALENT.
ZERK OUN I MIL-G-8I322A AIRCRAFT GREASE OR EQUIVALENT.
(HF)
CLOTH WIPE MIL-Ht58Oe HYDRAULIC FLUID.
APPROVED OILS: Refnlgeration Unit (boot strap)

SLOWLY TO OVERFLOW WITH OIL PER
LIUFRO
MIL-L-23699 WHICH ZS PREFERRED
011 CAN MIL-L-7808 IF OPERATING IN EXTREMELY
COLD CLIMATES COMMERCIAL EQUIVALENTS CAUtlON
ARE: ACCEPTABLE.
DO NOT MIX BRANDS

OR TYPES OF ons.
Figure 13-2. Lubrication Chort (Sheet 1 of 5)
13-22 Change 4
690
MAINTENANCE MANUAL Section XIII
Inspections

UPPER DRAG BRACE
,it
.j,
rY lr
(HF)
~al´•3 (8 PLS)
(HF) DAILY L~
too HOURS
~-ii 2
100HOURS
200 HOURS OR
100 HOURS
WHENWHEEL
IS REMOVED
26 J I ld I
C CONTROL COLUMN ELEVATOR TORQUE TtlBLS
[I
~YI
500 HOURS
500 HOURS
21~
17 1
Figure ’13-2. Lubrication Chart (Sheet 2 of 5)
Change 4 13-23
690
Section XIII MAIWTENANCE MANUAl
Tnspections
dir (14 PLS)
i3cjo
3 ~oi I
O
..:L:´•
it
~a
g(
[11100 HOURS
[IfAS REQUIRED 11 16
221P
6 SEAT MECHANISM
G CABIN DOOR
(6 PLS)
dl´•
[I
(4 PZS)
IOTP
c, ,J I LUBRICATE DOOR SEAL
WITH SILICONE BASE
LUBRICANT (AS REQD)
g 100 HOURS
AS REQUIRED
rU ASREPUIRED
22 29 1 42 280A
Figure 13-2. Lubrica~ion Chort (Shaet 3 of 5)
13-24 Change 4
690
Section XIII
MAINTENANCE MANUAL
Inspections
I I ENGINE SECTION (CONTROLS)

H BAGGAGE COMPARTMENT DOOR
g
AS REQUIRED
WO1E
AS REQUIRED
LUBRICATE ALL
g ASRE~UIRED CONNECTIONS
g AS REQUIRED
AS INDICATED
)7 7 21 it
IlF
(H
I
i
iC~
I-(HF)
(HF) DAILY
200 HOURS OR
g WHEN WHEEL
IS REMOVED
~1100 HOURS
(r 100 HOURS
1171
26 2l

13-25
Change 4
490
Sect~ian XIII MAINTENANCE MANUAL
Inspe6tions
L GEAR UPLOCK
M REFRIGERATION UNIT
P"a~.
I; ii
s6
[jl 100 HOURS
*(r 25 HOURS
29 19
266
N O RUDDER AND ELEVATOR TRIM

CLAMSHELL DOORS
TAB MECHANISM
[II
\r I 1 I a
cy
[11200 HOURS
[jl 100 HOURS

~1 200 HOURS
2~5
26 29
Figure 13-2. Lubritotion Chart (5heet 5 at 5)
13-26 Change 4
690
Inspections
GROUND OPERATIONAL CHECK

TPE331- 5 ENGINE 251K BENOIX CONTROLLER
OEN. LOAD LESS THAN 50 AMPS.
BLEED AIR "ON"
MAX. RESIDUAL ITT 3000 C (PRIOR ENGINE START)
’"’K´•254Kj WOODWARD CONTROLLER
START ITT 11490 C

NORMALITT-9230C
OIL PRESSURE
j 70-120PSI
40 PSI IDLE
(INFLIGHT)
(MIN) (GROUND).
S/N L.
S/N R. O.A.T. DATE
OPERATOR ALT. A/C NO.
OPERATION I POS.C/L POS.P/L I RECORDDATA
IND. (No electrical Power)
NTS Lockout L F.I. I Unfeather pump on. depress and hold NTS test switch
NTS light on: P/L to Gnd. Idle. light out. PIL to Fit. Idle.
on. Release NTS test switch.
light
F.I. Record residual ITT peak ITT during starts

Observe Starter Duty Cycle Limits L
Accel. time Sec.’s L. ;R.
Start Engine (Limit 11490 C ITT) Record from rise in ITT to 85% RPM (Wooward) 70% RPM (Bendix)
NTS Functional L F.I. Observe NTS light out ar engine cranks. NTS light
on at approximately 25%. then out.
IDEAL OIL I OIL

RPM Wf ITT SHP/TQ
RPM PRESS I TEMP
OSO Bendix 104.5 105.5% H MAX. Prop on locks 101.0 to 105.0 (30 secs.l
L.
Woodward 103.0 -105.096 1 I I IR. Never exceed 108%
105.5 106.0 (5 seer. max.)
H I F.I. L._ Ground check only. Fli~t tert

Flight idle Fuel Flow
L R´• aircraft, adjust per pilot
(Props on locks) 2621< 95.0%
L 254K 66.6( instruction.
USGL L G.i.
26(K70% L´•-
loadtoward
252K85% R.~
rev.lOPPH
2541<66%
USG Reset Check L G.I. 90% L.

(applicable 2621< 2541< ’O 2.5) R.
engines only) REV.
USGH I H o.l. 96.5% 1 L.

load toward (+0.5) R´•
rev. 10 PPH
rPOH (Takeoff) H Temp 100%

L.
or torque
0.5) R.
limit
´•POL L 400HPt 95.5%

L~_
TQ to
R.
50%-809b 94.5%
Gov. Seperation Check Reduce I G.I. Do not

L.
to loadtoward exceed
R.
96% rev.lOPPHI 93.5$6
REV.H H REV. MIN L.

95% R.
DROP HP limiter test switch depress.

HP Limiter H I F.I.
L. RPMMlf decrease release switch.
R. I RPM/Wf increase
Normal Shutdown L I G.I.

Operate at G.I. 3 minutes
Emergency Shutdown L G.I. Stroke C/L to feather fuel flow to
zero prior to prop going to feather.
limit. 02~´•1
’Normal operating oil temperature 750 50 C t Do not exceed engine temp.
Figure 13-3. Engine Ground Operotional Check

13-27
Change 4
690
Section WIZ MAINTENAWCE MANUAL
Inspections
PHASE (’A" INSPEC~ION PROGRAM JMECH. INSP.
Pre Inspection Walkaround Check
Carry out external and internal inspection of the airplane, noting signs of damage,
useage and obvious wear.
Check windows and windshields for obvious damage.
Check tires for wear.
Check static wicks for condition,
Check propellers for damage.
Note condition of external paint.
Record defects for subsequent rectification,
13-28 Change4
690
MANUAL St!ction XI1I
Inspection~
PHASE "A" INSPECTION PROGRAM MECH. INSP.
CAUTION
Operation of the airplane, on the ground or in

flight, shall be accomplished in accordance with
the applicable Airplane Flight Manual.
Start and run both engines, record parameters as required using engine I´•un sheet
contained in inspection package.
MOTE
Use Airplane Flight Manual Checklist to perform

starts.
Both generators on line, check load sharing.
Left generasor only on line, check load.
Right generator only on line, check load.
Check hydraulic functioning by operating flaps through full range. Observe hydraulic
pressure.
Operate air conditioning system. Check for normal and maximum now and
temperature control.
Check propeller deicing system (if installed), observe voltammeter.
Check stall and pitot heat systems, observe voltammeter.
Check wing and empennage deicing boots, visually observe operation.
Check vacuum system gyro pressure.
Check all aural warning systems.
Check internal lights for correct operation, including cabin lights.
After engine shut down, check for oil leaks and oil level.
Check operation of ground blowers.
Check auxiliary pump operation.
Check operation of outflow valve vacuum system.
Check operation (full and free) of all flight controls.
Check trim controls, mechanical and electrical.
Change 4 13-29
690
Inspections
PHASE "A" INSPECTION PROGRAM MECH. INSP.
NOTE
Read the general instructions page of this Section

before commencing the inspection.
ZONE 6-7 (Refer to Figure 13-4.)
Propellers Refer to Section IV for Maintenance Practices.
1. Remove Spinners.
2. Propeller blades Clean and inspect for nicks, dents, corrosion and cracks.
3. Propeller Deicer boots and wiring (if installed) Inspect for condition, security and
operation.
4. Hub assemblies Inspect for oil leaks, misalignments and cracks.
5. Deice brush blocks and slip ring assemblies (if installed) Inspect for condition, wear
and security.
6. Prop sync pick ups Inspect for condition and security.
7. Replace Spinners.
ZONE4-5 (RefertoFigure 13-4.)
Exterior Wing Structure Skin and Fairlngs.
1. Skins Inspect condition

of paint, inspect for corrosion, cracks and loose or missing
rivets. Inspect externallyall wing spars stringers, ribs for loose and working rivets.
Inspect spar stringers, ribs and skins and nacelles for buckles and cracks.
2. Main landing gear attach ribs WS85 Inspect for buckles and cracks.
3. Vents and drains Inspect for damage and proper positioning.
4. Access covers and inspection plates Inspect for security.
5. Fuel Filler Cap Inspect for security.
6. Wing Deice Boots (if installed) Inspect for condition and security.
7. Wing Tips Inspect for condition and security.
8. Nav Light Lens Inspect condition.
9. Strobe Lights Inspect condition.
Aileron Refer to Section VII for Maintenance Practices. Refer to Figure 13-5 for Lubrication
Practices.
1. Skin Inspect condition of paint, inspect for corrosion cracks and loose or missing
rivets.
2. Aileron Hinge Points Inspect for wear and security.
3. Aileron Trim Tabs Hinge Points Inspect for condition, lubricate.
4. Bell cranks push pull rods, and attachments Inspect security and tension.
5. Trim Tab Free Play Inspect for adherance to tolerances (refer to Section VII).
Wing Flaps
1. Skin for condition of paint. Inspect for corrosion and cracks along rivet lines.
Inspect
2. Attach points Inspect wear at hinges and security.
3. Trailing edge Inspei~t for condition and alignment.
4. Drive sheaves, push pull rods and control cables Inspect condition and security.
5. Leading edge tape Inspect for condition and security.
13-30 Change 4
690
Inspections
PHASE "A" INSPECTION PROGRAM MECH. IhTSP.
ZONE 1 (Refer to Figure 13-4.)
Fuselage
Upper and Lower Deck Interior
1. Power brake valves and lines Inspect for leakage and security.
2. Rudder balance cable, pully brackets, guard pins and turnbuckles Inspect for
condition, security.
3. Outflow and Safety Valves Check condition.
4. Electrical components, wiring bundles and electrical connections Inspect for chafing,
Nose Section
Exterior
1. Access doors andinspection plates Inspect for damage and security.

2. Fuselage Inspect for condition of paint Inspect for damage and corrosion.
skin
3. Windshield and windows Inspect for crazing, cracks, nicks and seal condition.
4. Ram Air Check Valves Inspect condition and operation.
5. Static Lines Drain.
Cabin Door and Step Refer to Figure 13-5 for Lubrication Practices.
i. Door hinges Inspect for wear, lubrication and security.

2. Door Seal Inspect for condition and security.
3. Inspect operation of door handle and bayonet extension. Ensure that all moveable
bayonets work freely and perform a visual inspection to ascertain that they all
protrude approximately the same amount past the door frame, when in the retracted
position (door handle in open position). If any bayonets appear to be unusally short,
perform cabin door bayonet rigging check, in accordance with procedures outlined in
Section II.
Center Fuselage Section
Exterior
General Refer to Section II for Maintenance Practices.
2. Fuselage skin Inspect far damage, paint condition and corrosion.
13-31
Change 4
690
Inspections
PHASE "A" INSPECTIOOV PROGRAM MECH. INSP.
ZONf 3 (Refer to Figure 13-4.)
Aft Fuselage Section
General Refer to Section II and Section X for Maintenance Practices.
i. Skin Inspect condition of paint Inspect for corrosion and loose or missing rivets.
3. Tail skid Inspect for damage and security.
4. Tail cone Inspect condition.
5. Navigation light and strobe lights Inspect condition.
6. Anti-collision lights Inspect condition, operation and security.
7. Vents and static ports Inspect condition.
8. External power receptacle Inspect condition.
Horizontal Stabilizer Refer to Section II for Maintenance Practices.

2. Attach points Inspect security.
3. Deice boots (if installed) Inspect condition and security (refer to Section XI for
Maintenance Practices).
4. Perform "squeeze" testing of stabilizer as outlined in Section II.
Vertical Stabilizer Refer to Section II for Maintenance Practices.
i. Structure Inspect for damage and security.

2. Attach points Inspect security.
3. Deice boots (if installed) Inspect condition and security (refer to Section XI for
4. Perform "squeeze" test of stabilizer as outlined in Section II.
Rudder Refer to Section VII for Maintenance Practices. Refer to Figure 13-5 for Lubrication
Practices.

2. Rudder slot and tab boots Inspect operation, condition and security.
3. Rudder hinge points Inspect for wear and security.
4. Rudder torque tube Inspect for damage and security.
5. Rudder travel stop pads and bolts Inspect for damage and security of bolts.
6. Trim tab at actuator attach point Inspect security.
7. Trim tab free play Inspect for adherence to tolerances (refer to Section VII for
Elevator Refer to Section VII for Maintenance Practices. Refer to Figure 13-5 for

2. Elevator hinge points Inspect for wear and security.
3. Push pull rods Inspect condition of rod ends and security.
4. Trim tab and attach points Inspect security.
5. Aft torque tube Inspect rod attachment and security.
6. Trim tab free play Inspect for adherence to tolerances (refer to Section VII for
13-32 Change4
690
MAINTENANCE MANUAL Section )(ili
Inspections
PHASE "A" INSPECTION PROGRAM MECH.I INSP.
Post Inspection Walkaround Check
Carry out external and internal inspection of the airplane ensuring that all access
panels, cowlings and covers are secure.
Check windows and windshields are clean and free from defects.
Check tire pressures appear normal.
Check strut extension appears normal.
Check static wicks for security (if installed).
Ensure airplane interior and exterior are clean.
Clean control locks, pitot and engine covers are installed as required.
Check all airplane documentation is present, i.e. airworthiness certificate, flight

manual, radio license are current.
Ensure flight log (if applicable) is updated to reflect latest maintenance and current
airplane hours and cycles.
Ensure maintenance log (if applicable) is updated and that life item changes have been
recorded and carry forward defects, etc., are noted.
’Ensure inspection certification is completed.
Post Inspection Functional Checks
CAUT ION

applicable Airplane Flight Manual.
Run engines and check for leaks etc. Check oil level on shutdown.
Check electrical generation during ground run, observe load share and battery charge
rate.
Check internal and external lighting.
Check Hydraulic System functioning.
Check operation of flight controls.
Change 4 13-33
Oi3
~p
H" 1
S X
ON ~C, O N ~D O Q O (O O OL-
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ou c~J ´•Ir co Ca o cu m cO un a,
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CV N N N r~l rl 17.25
26. 50
35.75
45. 00
f 53.20
61.40
69. 60
77. 80
86.00
90. 00
97.50
106. 50
116. 00
120. 48
-3
LEFT HORIZONTAL STABILIZER j
o
b
co o (ZONE 3)
a
o
33
Z
a
o
N
;il
Z
I~
p co
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ZONE 6 (RH) 105.45
ZONE 5 (LH) b
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ZONE 4 (RH) 2
n
5
r
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id
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to N~ I rl ru n -s
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1i9
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ID
i-´•~´•1 ZONE 2 ZONE
690
Inspections
WOTE
ON EACH DETAIL.
J L
C iO
I
B I I O
D N
99 M
G H K
APPLICATION
SPECIFICATIONS AIUD TYPE OF LUBRICATION
SYMBOL
4
HAND PACK MJL-G-81322A AIRCRAFT GREASE OR EQUIVALENT.
2699 OUN MIL-G-B1322A AIRCRAFT GREASE OR EQUIVALENT.
(HF)
CLOTH WIPE I -MIL-H-5606 HYDRAULIC FLUID.
APPROVED ons: Refrigeration Unit (boot strap)
*r]l SLOWLY TO OVERFLOW WITH OIL PER

LLIFRO
OIL CAN MIL-L-7808 IF OPERATING IN EXTREMELY
ARE ACCEPTABLE.
DO N~T MIX BRANDS

OR TYPES OF ons.
Figure 13-5. Lubrication Chort (Sheet 1 of 5)
Changed 13-35
690
Inspections
A NOSE LANDING GEAR AND I B NOSE GEAR DOORS

UPPER DRAG BRACE
g
a w
is
g U~
(8 PLS)
(HF)Y
(HF) DAILY
j~ 100 HOURS
(i~ 100HOURS
g zoo HOURS OR (Y 1(IOHOURS

WHENWHEEL
IS REMOVED
26 3 1 26 5
5ODHOURS
500 HOURS
[II SOOHOURS
17 216
13-36 ChangeC
690
MAINTENANCIE MANUAL Section XIII
g Ijl (14 PLS)
-´•.iI
?I c:
1310Ir~y:Io
I t
1
BJ1
100 HOURS
~IAS REQUIRED 11 16
~11E
F SEAT MECHANISM
G CABIN DOOR
(6 PLS)
I
(Y:
t~ (4 PLS)
WOTE
o, ,J I LUBRICATE DOOR SEAL
WITH SIWCONE BASE
LUBRICANT (AS REQD)
100 HOURS
AS REQUIRED
--500 HOURS
[r AS RE~UIRED ~500 HOURS
22 29 1 42 ZBOA
Figure 13-5. Lubricafion Chcrs~ (511001 3 oi 5)
Ghange4 13-37
690
section XIII MAINTLiNANCE MANUAL
Inspections
H BAGGAGE COMPARTMENT DOOR I I ENGINE SECTION (CONTROCS)
~O II
lli
rll
AS REQUIRED
AS WOTP
REQUIRED
LUBRICATE ALL
CONNECTIONS
AS REQUIRED
g AS AEQUIRED
AS INDICATED
22 7 ?1 JP
(HF)
i
/ez.
-y r;;;;´•~rflllR
J---(HF)
(HF) DAILY
200 HOURS OR
g WHEN WHEEL
IS REMOVED
(r 100 HOUILS
100HOURS
R2?I
26 25
Figure 13-5. Lubriccition Chart (Sheet 4 of 5)
13-38 Change4
690
Inspections
1(_ -5‘1
5
4*;
3
:3
I!
i J~r
---.i.;; :i;
alr-
(11100 HOURS
*(i 25 HOURS
351~
26 6
N CLAMSHELL DOORS
TAB MECHANISM
(II
~j
e~
(r
(11200 HOURS
(iC 100 HOURS

200 HOURS
26 29
Change$ ]3-39
690
MAIN~ENANCE MANUAL Section XIII
Inspections

TPE331-5 ENGINE 251K BENDIX CONTROLLER
GEN. LOAD LESS THAN 50 AMPS.
BLEED AIR "ON" 2521<
WOODW*AD C(INTROLLER
2541<
STARTITT11490C
NORMAL ITT-9230C
OIL PRESSURE
j 70-120931
40 PSI IDLE (MINI
(INFLIGHT)
(GROUNDI.
S/N L.
S/N R. O.A.T. DATE
OPERATOR ALT. Ale NO.
OPERATION I POS.C/L POS.P/L I RECORDDATA
NTS Lockout L F.I. Unfeather pump on, depress and hold NTS test switch
NTS light on; P/L to Gnd. Idle, light out. P/L to Fit. Idle,
light on. Release NTS test switch.
Observe Starter Duty Record residual I‘T‘T 3 peak ITT during starts
Cycle Limits L F.I.
Accel. time Sec.’s L. :R.
Start Engine (Limit 11490 C ITT)
Record from rise in ITT to 65% RPM (Wooward) 70% RPM (Rendix)
NTS Functional L F.I. Observe NTS light out as engine cranks, NTS light
on at approximately 25%, then out.
IDEAL OIL OIL

RPM Wf ITT SHP/TQ
RPM PRESS I TEMP
OSG Bendix 104.5 105.59/0 H MAX. Prop on locks 101.0 to 105.0 (30 sees.)
L.
Woodward 103.0 -105.0% Never exceed 106%
R.
105.5 106.0 (5 sees, max.)
H (+1.0")
Flight Idle Fuel Flow F.I.
251K 98.0%
L. Ground check only. Flight test
L
(Props on locks) 2521( 95.09/. R´• aircraft, adjust per pilot
L 95.0%( 1 linstruction.
USGL i L G.I. (+l.a%)

251K 70% L´•
load toward
rev.lOPPH 252K659b R.--
254K 85%
USG Reset Check L G.I. 1 90% L.

(applicable 2521< 3 2541< to
(~2.5) R.~
engines only) REV.
USGH I H G.I. 1 96.50/0 L. __
load toward
(+0.5) R´•
rev. 10PPH
’PGH (Takeoffl H Temp 100%

L.
ortorque
limit
(+0.5) R.
t
IPGL L 400 HP 93.5%
L.
TO to
R.~
50%-60% 94.5%
Gov. Separation Check Reduce I G.I. I Donot

L.
to loadtoward exceed
R´•
96% rev.lOPPHI 93.5%
REV.H H REV. MIN L~

95% R.
HP Limiter H F.I. I I I DROP HP limiter test switch

depress.
L. I RPM/Wf decrease release switch,
R. I RPMIWf increase
Normal Shutdown L G.I.

Emergency Shutdown L I G.I. Stroke C/L to feather fuel flow to
INormal operating oil temperature 750 50 C t Do not exceed engine temp, limit. G25-1
Figure 13-6. Engine Ground Operational Check
13-40 Chanffe 4
690
MAINTENANC~ MANUAL Section XIII
Inspectiolls
PHASE "B" INSPECTION PROGRAM MECH. INSP.
usage and obvious wear.
Check static wicks for condition (if installed).
Record defects for subsequent rectification.
Change 4 13--11
690
Inspections
CAUT ION

flight, shall be in accordance with the applicable
Airplane Flight Manual.
Start and run both engines, record parameters as required using engine run sheet
NOTE

starts.
Left generator only on line, check load.
pressure.
Operate air conditioning system. Check for normal and maximum flow and
Check wing and empennage deicing boots (if installed), visually observe operation.
13-42 Change4
690
Inspections
ZONE 6-7 (Refer to Figure 13-7.)
Engine Nacelle and Cowling Refer to Section IV for Maintenance Practices.
1. Cowling, fasteners, forward cowl ring, and support assembly Inspect for damage and
wear condition of seals.
2. Inlet air scoop and top nose cowl Inspect for damage, cracks and security.
CAUTION
Ground operationof the generator inlet anti-icing

system (if installed) for longer than ten (10)
seconds may cause permanent damage to heating
elements.
3. Generator inlet heat boot (if installed) Inspect for condition, security and operation.
4. Exhaust pipe assembly Inspect for security and cracks (refer to Section IV for
Maintenance Procedures).
5. Wing inspection lights Inspect for condition, security and operation.
Engine General Refer to Section IV for Maintenance Practices.
1. Engine mounts, mount brackets, and mount bolts Inspect for damage and security.
2. Fluid lines and connections Inspect for leaks, cracks, chafing and security.
3. Electrical wiring and connections Inspect for insulation, corrosion, chafing and
security.
4. Mechanical linkage and cables Inspect for binding, rigging and security.
Engine Components (Accessory Equipment)
1. Oil Filter Inspect for contamination. Replace with new filter.

2. Fuel filter Inspect for contamination. Replace with new filter.
3. Starter-Generator Remove.
a. Outlet screen Clean, inspect for damage, distortion and for adequate clearance
between screen and armature.
b. Commutator and brushes Clean, inspect for condition, wear and pitting.
c. Lubricate splines (Refer to Garrett Maintenance Manual for proper lubricant)
Install starter-generator and inspect electrical connections and security.
4. Oil cooler Inspect for security, leaks and condition of core.

5. Bleed air shutoff valve and check valve Inspect for condition, operation and security.
6. Ignition box and ignition Inspect electrical connections and security.
7. Hydraulic pump Inspect for security, leakage and condition.
13-43
Change 4
690
Section XIII MAINTENANCE MANUAI
Inspections
Compressor and Turbine Section Refer to Section IV for Maintenance Practices.
1. Compressor air inlet Inspect for foreign material, obstruction or damage, and cracks
in epoxy paint.
2. First stage compressor impeller Inspect for nicks, cracks, distorted blades, and
foreign object damage.
3. Inlet sensor Inspect for damage and security.
4. ITT lead connector Inspect for damage and security.
5. Fuel nozzles and manifold assemblies Inspect for leakage and security.
6. Remove, clean, inspect and/or replace igniter plugs.
7. Clean and inspect E.P.A, micro filter.
Landing Gear Emergency Extension System
i. Nitrogen storage bottle filler valve and gage Inspect condition (425-525 psi desired
amount 475 psi).
2. Check actual pressure using an external gage.
ZONE 4 and 5 (Refer to Figure 13-7.)
Naoelle and Wheel Well Refer to Section VI for Maintenance Practices.
1. Uplock mechanism Inspect far broken extension spring, hydraulic leaks, and wear
at uplock arm slot.
2. Fluid lines Inspect for chafing, damage and leakage.
3. Electrical wire bundles Inspect for chafing and security.
4. Structure Inspect for evidence of gear interference, cleanliness, general condition and
leakage.
5. Strut main gear door and linkage Inspect for proper adjustment and security. Also
condition of paint.
6. Wheel well doors Inspect condition, seal strips, cracks and proper adjustment.
7. Door control valve, priority valves and cylinders Inspect for alignment, leakage,
condition and security.
8. Hydraulic emergency shutoff valve Functionally check.
9. Hydraulic components Inspect the following for leakage and damage and security
(left engine aft naceile):
a. Hydraulic reservoir Service in accordance with procedures outlined in Section

II.
b. Thermal pressure relief valve.
c. Auxiliary hydraulic pressure switch.
d. Hydraulic accumulator/regulator (service in accordance with instructions in
Section II.
e. Auxiliary hydraulic pump (470805 psi).
13-44 Change 4
690
Inspections
Post Inspection Walkaround _Check

~Ensure inspection certification is completed.
CAUTION

Run enginesand check for leaks etc. Check oil level on shutdown.
rate.
Change 4 13-45
Cu
h 8~
;;s
oX
eN m0 iv 0 0 0 0 co ~lo or- r9
O m o co o o o e~´•,oo oo
hi m ~p t, td 0 eu m oo ~n a,
r 10 m co mcu
Fl N hi cU ~I ct rl 17. 25
26. 50
35.75
45. 00
53. 20
61.40
69. 60
77. 80
86. 00
90. 00
97. 50------
106. 50-~--
116. 00----
LEFT HORIZONTAL STABILIZER f

o b
0 (ZONE 3)
0
a co
N
w
I il rp
Y
N ZO~
9
a ´•cl
o,
C) O
m
ZONE 7 (LH)
o ZONE 6 (RII) 105. 45
ZONE 5 (LBI) b
ZONE 4 (RH) Z
a
lnO 00000000
r~ 00000000
id d
0 n
cV N
Z +2. 00
Z=a--------
Z=-10. 00
Z -28. 00
2=-40. 00-
1N"
2=-55. 50 i i I,’
D O 00000 O O O 000 06 O OD O O O O O O O O cu ~D 00 ~O
~D ~n OoOmLn In ooco o V3 ~nm Lnl 0 o o Q) o o o o o o o co a> in sc~ ~P
a; cu’dniiu;rj pj´• e~dd c; Fd a;CiClilm’cd ~m Ql

a CU O CI3 IO (p ~D CD O~ C3P- O
mNrrll INC´•JIPLO ~D cn mp
Inmt~ ~N n ~n h a~ o cv a m o No ~n
in
,,NCJ N N E3 N P) m o c? 9´• ´•s
I
09cr,
IP
IIi--
t-´•-´• ZONE 2 ZONE B--------------~1
690
MAINT~NANCE MANUAL Section XIII
Inspections
WOTI
ON EACH DETAIL.
A
J L
I
C
B I I O
N
D E M
F G H K
37 ~1
APPLICATION
SYMBOL
4
HAND PACK MIL-G- 81322A AIRCRAFT GREASE OR EQUIVALENT.
ZERK GUN MIL-G-81322A AIRCRAFT GREASE OR EQUIVALENT,
(HF)
CLOTH WIPE ´•MIL-H-5606 HYDRAULIC FLUID.
I~C
*rll SLOWLY TO OVERFLOW WITH OIL PER

LLIFRO
MIL-L- 23699 WHICH IS PREFERRED
OIL CAN MIL-L-1808 IF OPERATING IN E~TREMELY
ARE: ACCEPTABLE.
DO NOT MIX BRANDS

OR TYPES OF OILS.
Figure 13-8. Lubrication Char~ (Sheet 1 oi 5)
Change 4 13-47
690
Section XIII MAINT~MANCE MANUAL
Inspections

UPPER DRAG BRACE
11
rYa~
dC I/~ U~
(8 PLS)
(HF)Y I ~1
(HF) DAILY
100 HOURS
g l_i 200 HOURS QR

100 HOURS
WHENWHEEL
IS REMOVED
26 3 1 26 5
IY
´•-R ~-´•ru
SOOHOURS
´•1~ 500 HOURS
1~ 500 HOURS
271 276
13-48 Change4
690
MANUAL Section XIII
Inspections
D GEAR-FLAP CONTROL 1E RUDDER BRAKE PEDALS
rlC 6’’"’""’
Oic
’3.3 OO o
Oc
(11100 HOURS
~AS REQUIRED
22 16
F SEAT MECHANISNI G CABIN DOOR
(6 PLS)
dl´•
(4 PLS)
WOtE
I LUBRICATE WOR SEAL
WITH SILICONE BASE
LUBRICANT (AS REQD)
100 HOURS
AS REQUIRED
a ,s,,,,,,
22 29 1 I12LOA
Change 4 13-49
690
Section XIII MAINTfNANCE MANUAL
Inspections
(II
AS
g
REQUIRED
AS REQUIRED WOTE
LUBRICATE ALL
i~ bSRE~mReD MNNECnONS
ENGINE SECTION (Y ~Q RE4UIRED
AS INDICATED
11 7 1 21 39
(H Fl
~4pZ
-y r.::-~splni bEi~
i~ t--(HFJ
(HF) DAILY
200 HOURS OR
g WHEN WHEEL
IS REMOVED
illll/
g II 1()0 HOURS
(r 100HOURS
R?17
26 25
13-50 Change 4
690
Inspections
d
acr-
(11100 HOURS
L~r 25 HOURS
266
N
CLAMSHELL DOORS
TAB MECHANISM
I~
h,
ui
rll
[11200 HOURS
[r 100 HOURS I 200 HOURS
2~J
26 19
Figure 13-8. Lubrication Chart (Sheet S ot 5)
4 13-51
Change
690
Inspections

TPE331- 5 ENGINE
GEN. LOAD LESS THAN 50 AMPS. 251K B~RIDIX COI~TROLLER
BLEED AIR "ON"

START ITT 11490 C 70-120991 (INFLIGHT)
OIL PRESSURE
NORMALITT-9230C 40 PSI IDLE (MIN) (OROUND).
S/N L.
S/N R. O.A.T. DATE
OPERATOR ALT. nle ND.
OPERATION I POS.C/L I POS.P/L RECORD DATA
NTS Lockout L F.I. Unfeather pump on, depress and hold NTS test switch
Observe Starter Duty Cycle Limits L F.i. Record residual ITT peak ITT during starts
Start Engine (Limit 11490 C ItT)
Record from rise in ITT to 85% RPM (Wooward) 700/0 RPM (Bendix)
NTS Functional L F.I. Observe NTS light out as engine cranks, NTS light
IDEAL OIL I OIL

RPM Wf ITT SHP/TO
RPM PRESS I TEMP
OSG Bendix 104.5 105.5% H I MAX. Prop on locks 101.0 to 105.0 (30 sees.)
L.
Woodward 103.0 -105.016 Never exceed 106%
R.
105.5 106.0 (5 sees. max.)
H I+l.o%)
Flight Idle Fuel Flow F.I.
2615 98.0%
L. I I Ground check only. Flight test
L aircraft, adjust pilot
(Propson locks) 2526 95.0% R´• per
L 2541( 95.0%) 1 limstruction.
USGL I L 0.1.
loadtoward 251670% L´•-
rev.lOPPH 2521(65% R.-.
254K 6SX
USG Reset Check L I 0.1. 1 9006 L.

(applicable 2526 9 2541< ’O
i’ 2.5) R.
enginesonly) REV.
USGH I H I 0.1. 96.5% I L.

load toward
(’0.5) 1 R´•
rev. 10 PPH
’PGH (Tekeoff) H Temp 1000~

L~
or torque
limit
(t 0.5 R.
*POL L I 400NP ’1 93.5% L.

TO to
R.
so%-so%(
Gov. Separation Check I Reduce G.I. I Donot

L.
to load toward exceed
R´•
96~ rev. 10 PPW 1 93.5%
REV.H H REV. I MIN L.

95% R.
HP Limiter H F.I. I I I DROP HP limiter test switch depress.

L. I RPM/Wf decrease release switch,
R. RPM/M increase
Normal Shutdown L I 0.1.

Operate at G.i. 3 minutes
Emergency Shutdown L G.I. Stroke C/L to feather fuel flow to

"Normal operating oil temperature 750 50 C 1 Do not exceed engine temp. limit. 025´•1
Figure 13-9. Engine Ground Opercitional Check

13-52 ChangeC
690
MAINT~NANCE MANUAL Section XIII
Inspections
PHASE "C" INSPECTION PROGRAM MECH. INSP.
Change 4 13-53
690
Section YITI MAINTENANCE MANUAL
Inspections
CAUTION

NOTE

starts.
pressure.
Check wing and empennage deicing boots ~if installed), visually observe operation.
After engine shutdown, check for oil leaks and oil level.
Check auxiliary pump operation.
Check operation of outflow valve vacuum system.
13-54 Change 4
690
Inspections
Interior
Instrument Panel Refer to Section VILI for Maintenance Practices.
i. Instrument shockmounts Inspect condition and

security.
2. Instrument hoses Inspect condition and
security.
4. All instruments and lighting Inspect condition and operation.
5. Autopilot control head electrical connections.
6. Cabin pressure controller and solenoid valve Inspect condition.
7. Altimeter Field barometric pressure against field elevation.
Overhead Switch and Circuit Breaker Panel Refer to Section VIII For Maintenance
Practices.
2. Panels Inspect for security.
Engine Controls Refer to Section IV for Maintenance Practices. Refer to Figure 13-11 for
i. Engine control levers Inspect for proper adjustment, locking, security and freedom
of movement.
Flight Controls Rudder Brake Pedal, Control Column Linkage, Elevator Refer to Section
VII for Maintenance Practices.
1. Rudder brake pedal attach points Inspect for freedom of operation.

2. Control column, rudder pedals, brake linkage and rudder boots (if installed) Check
condition and mounting.
3. Control column Remove inspection plates, inspect turnbuckles for condition and
security.
4. Check chain link connector security.
5. Aileron control cable drum, cables, attachment stops Check condition.
6. Elevator transfer and push-pull tubes, cables, stops Inspect condition.
7. All flight controls Inspect for freedom of movement.
8. Crew compartment area Inspect for cleanliness and condition.
9. Landing Gear and Flap Control Valve Inspect for leakage, security, electrical
connection.
10. Parking Brake Valve Inspect for leakage and damage.
13-55
Change 4
690
Inspections
PHASE "C" INSPECTION PROGRAM I MECH. INSP.
Passenger Compartment Refer to Section II for Maii~tenance Practices. Refer to Figure

13-11 for Lubrication Practices.
1. Certificates Ensure they are in place.

2. Seats, tracks, seats belts and adjusting mechanism Inspect condition, operation,
lubrication and security.
3. Oxygen system and overhead outlets Inspect condition, operation and security.
4. Windows Inspect for cleanliness and condition.
5. Emergency Exit Inspect for security. Inspect for freedom of operation, condition of
seal, wear and corrosion.
6. Instruction, reading, floor and overhead lights Inspect condition, operation and
security.
7. Pressure and air conditioning ducting Inspect for leakage, damage, chafing and
security.
8. Cabin temperature sensing unit Inspect condition, operation and cleanliness.
9. Control surface cables and pulleys Check for freedom from binding, damage and
security.
10. Hydraulic lines Inspect for leakage, damage and security.
II. Cabin area Inspect for cleanliness and condition.
Interior
General Refer to Section II for Maintenance Practices.
1. Structure under floor Inspect for corrosion, damage and cleanliness.
Flight Control System Aileron, Elevator, Rudder and Flaps Refer to Section VII for
Maintenance Practices. Refer to Figure 13-11 for Lubrication Practices.
1. Upper and lower pulley cluster Inspect condition.

2. Control cables Inspect for freedom from binding, swedges locked in place,
turnbuckles properly safetied, and condition of fairings.
3. Flap master and primary sheaves, sheave torque tubes Inspect for security.
4. Flap position transmitter Inspect for security at attach points and electrical
connections.
5. Trim tab chains Inspect condition and for corrosion.
6. Sprocliets and flexible shafts Inspect condition. Lubricate as required.
7. Trim tab position transmitter Inspect condition and operation.
8. Trim tab free play Inspect for adherence to tolerances (refer to Section VII).
13-56 Change4
690
Inspections
Hydraulic Components Refer to Section III for Maintenance Practices.
1. Fluidcarrying lines and fittings Inspect for leakage, damage and security.
2. Wing flap flow control valves Inspect for leakage, damage and security.
3. Wing flap actuating cylinder Inspect for leakage, damage and security.
Air Conditioning and pressurization Refer to Section IX for Maintenance Practices.
i. Pressurization ducts Inspect for leakage, damage, chafing and security.

2. Hose and duct clamps Inspect for security.
3. Refrigeration unit Inspect the following:
a. Ducts Firmly connected.

b. Clamps Proper installation and tight.
c. Tubing and ducts Check for dents, kinks, bends and cracks.
d. Electrical connections Inspect for security.
Baggage Compartment
1. Door, attach points, and latch Inspect for condition, security and lubricate.
2. Instrument pressure regulator Inspect condition.
3. Radio racks, avionics equipment and mountings Inspect for security.
4. Baggage Compartment Inspect general condition.
5. Bleed air pressure and air conditioning ducting Inspect condition of insulation.
Inspect "B" nuts and hose clamps for security.
Electrical Components AC and DC Refer to Section X for Maintenance Practices.
i. Electrical component mountings Inspect for security.

2. Electrical wire bundles Inspect for chafing, damage and security.
3. Electrical connectors Inspect for corrosion, damage and security.
4. Generator control units and wiring Inspect for security.
5. DC contactor box and wiring Inspect for security, and evidence of shorting, chafing
or damage.
~1
CAUT ION
Remove batteries from airplane prior to deep cycle

procedure.
6. Deep cycle nickel-cadmium batteries as necessary.

7. Check batteries for secure connections, corrosion and security of installation.
8. Radio racks, avionics equipment and mountings Inspect for security.
9. Rudder and elevator autopilot servos Inspect for condition, security of electrical
connections.
Miscellaneous
1. Oxygen regulator control lever on bottle Inspect for safety wire in ON position.
2. Oxygen cylinder, lines and connectors Inspect for security.
3. Nitrogen storage bottle Inspect for security.
13-Fi7
Change 4
690
Inspections

Ensure inspection certification is completed.
Post inspection Functional Checks

rate.
Check internal and external lighting.
L3-58 Change 4
d
os
~p I
0 hi rg 0 Po (D 0 O 0 (O 0 OP-
0 C) 0 0 crJ 0 0 0 0 m 0 0 00
cu’cj cci r-: ao’ 0’ ni Co’ ed vj aj oii

in m a~ r- co a (5~ oo(O mcu
cu eu cu ev r~ 17.25
26. 50
35.15
Li~ 653:20~
61.40
I I I I I\ I /I 1 69. 60
77. 80
86. 00
90. 00
97.50
106.50
116. 00
120. 48
LEFT HORIZONTAL STABILIZER 3

-n
co
o
(ZONE 3) b
o
c
o Z
~N I I I R I I I ~I
w
o (p
Z
Zo~
N
o ~J
ns
rnO
ZONE 7 (LH)
ZONE 6 (RH) 105.45
ZONE 5 (LH) b
cn
ZONE 4 (RH) 2
lnO 00000000
00000000
2=+2. 00
Z=0 0
Z -r0. 00 --------------_
Oj
Z -28. 00
Z -40. 00 IN
N
Z=-55. 50
00 O O O 0 O O O O N cD 00 (O
O O 00000 O Qar O O 00 O O a)
mv)ln 00 O O O O O O ~3 9 -C~ (O
In In ooomV3 in OO(n o in O C, O c~
3"
dhi~uini rj ~Iuj,- (d p.n’cj cdcd a’ cj a’ a~ N d oj ed ~d ed rd c; o;r; c,
a
m Q1 o Ir, L~ C? O N a
CD co O NC) In
u, n 1 PJ m9´•V3 (0~ Q) ~nro r3 cu
t
CU CU N C~ C? F~ O O rS~ 9~
O1
o
~n I-´•- 1 ZONE 2 ZONE 3--~---------1 S:
oX
J~
in c3
CO
690
Inspections
WOIP
ON EACH DETAIL.
J L
AC:
CI~
B I 1 O
22 57
APPLICATION
SYMBOL
g
HAND PACK MIL-G-81322A AIRCRAFT CREASE OR EQUIVALENT.
ZERK OUN MIL- G-81322A AIRCRAFT GREASE OR EQUIVALENT.
(HF)
DISPENSER I FLAKE GRAPHITE
IjC
OIL CAN’ GENERAL PURPOSE SAE 10W OIL.

LLIFRO
OIL CAN MIL-L-7808 IF OPERATINGr IN EXTREMELY
COLD CLIMATES COMMERCIAL EQUIVALENTS 1 CAUTION
ARE ACCEPTABLE,
DO n’OT MIX BRANDS

OR TYPES OF OILS.
13-60 Change4
690
Inspections

UPPER DRAG BRACE
irlll
I kl ~d ´•1
i’
:-~u´•´•’
(HF)
.dST~ ~s Prs,
(HF) DAILY
j~ 100 HOURS
ill 100HOURS
200 HOURS OR
WHEN WHEEL
(II 100 HOURS
IS REMOVED
16 3 1 26
C CONTROL COLUMN ELEVATOR fORQUE TUBES
c~ [Y
~I) 5DOHOURS
500 HOURS
SOOHOURS
271
Figure 13-11. Chart (Sheet 2 of 5)
13-61
Change4
690
Inspections
[r (14 PLS)
O~Jo
3 O C’~o
O
O-Oc
1~- 100 HOURS
~-AS REQUIRED 22 )L
23 ]Y
F SEAT MECHANISM G CABIN DOOR
(6 PLS)
(4 PLS)
WOTE
I LUBRICATE Doon SEAL
WITH SILICONE BASE
LUBRICANT (AS REQD)
[r 100 HOURS
´•Ic~ AS REQUIRED
r ABRE~UIRBD
22 29 I 112 2eOA
13-62 Change4
690
MAINTENANCE MANUAL Section XIIZ
Inspections
:i! i~;YI
AS REQUIRED
AS REQUIRED WOll
LUBRICATE ALL
CoNNECnON~ IN
ASRE9UIRED
ENGINE SECTION [r.AQ RE4I1IREO
AS INDICATED
11 39
21 7
(HF)
pi I
i..
ril:
´•I~
O
HF)
rjl:
(HF) DAILY
200 HOURS OR
g WHEN WHEEL
IS REMOVED
100 ’HOURS (j 100 HOURS
g 100 HOURS
1~11
26 15
13-63
Change 4
690
Section XIII MAINT~NANCE MANUAL
Inspedions
L GEAR UPL:OCK \M REFRIGERATION UNIT
si d
*rlC
rl-´• 4;
´•ii´•
:r"
3 8 ;r"
cY tao HOURS
ig 25 HOURS
?P IP
26 6
N O RUDDER AND ELEVATOR TRIM

CLAMSHELL DOORS
TAB MECHANISM
lyr
’"i
’a
I uq
lr
(1C 200 HOURS
1~- 100 HOURS

200 HOURS
27~
16 29
Figure 13-11. Lubricatioo Chart (Shee~ 5 of 5)
13-64 Change4
690
Section XIII
MAINTENANCE MANUAL
Inspections

TPE33t- 5 ENGINE 261K BENDIX COFITROLLER
OEN. LOAD LESS THAN 50 AMPS.
BLEED AIR "ON"
2521(1
"VVU"""V
MAX. RESIDUAL ITT 3000 C (93103 ENGINE START)

25QK J
START ITT 11494 C
NORMALITT´•g230C
OIL PRESSURE
j 70-120PSI (INFLIGHT)
40 PSI IDLE (MIN) (GROUND).
S/N L.
S/N R. O.A.T. DATE
OPERATOR ALT. A/C NO.
OPERATION I POS.C/L POS. P/L I RECORD DATA
NTS Lockout L F.I. Unfeathar pump on, depreu and hold NTS test switch
NTS light on: PIL to Ond. Idle, light out. PIL to Pit. Idle,

Start Engine (Limit 1140" C ITT) Record from rim in In. to 86% RPM (Woowand) 70% RPM (Bendix)
NTS Functional L F.I. Observe NTS Ilght out m engine cranks. NTS light
lDEAL OIL I OIL

RPM Wf ITT SHP/TO
RPM PRESS I TEMP
OSG Bendix 104.6 105.5% H MAX. Prop on locks 101.0 to 105.0 (30 sees.)
L.
Woodward 103.0 -105.0% 1 I IR. Never exceed 108%
105.5 -loe.a (5 sees, max.)
H F.I. L. Grwml check only. Flight ts~t

Flilht Idle Fuel Flow
(Props on locks) 86.09C
L 2546 96.0% in~truction.
USGL L 0.1. (+1.0%1

251K709( L´•
load toward
rav.lOPPH 262666% R.~
2546 659(
USG Reset Check I L I G.1. 90% L.

(applicable 2526 254K ’O 2.5) R.
engines only) REV.
USGH t H G.I. gg.S% L.

load toward (’0.5) R´•
rev. 10 PPH
"POH (Takeoff) H Temp 100%

L.
or torque
0~5) R.
limit
’PGL L 400HP tl 93.5%

L.
TO to
R.
5016- 60% 94.5%
Gov. Separation Check I Reduce G.I. I Donot

L.
R.
96% rev. 10PPH 1 93.5%
REV.H I H REV. I MIN L.

95% R. _
H F.I. I I I DROP HP limiter test switch depress.

HP Limiter
L. RPMMTf decrease release twitch,
R. I RPMMIf increase
Normal Shutdown L G.1.

Emergency Shutdown L G.I. Stroke CIL to feather fuel flow to

.Normal operating oil temperature 750 50 C t Do not exceed engine temp. limit. 021´•1

13-65
Change4
590
Section XITI MAINTENANCL: MANUAL
Inspections
PHASE "D" INSPECTION PROGRAM MECN. INSP.
13-66
Change 4
690
MAINTENANCE MANUAt Section XILI
Inspections
PHASE "D" INSPECTION PROGRAM MECH. INSP.
T~
CAUTION

NOTE

starts.
pressure.
Check wing and empennage deicing boots (if installed), visually observe operation.
Change 4 13-67
690
Section XIII MAI’N:fliMANCE MAN:UAl
Inspections
PHASE "D" INSPECTION PROQRAM I MECH. INSP.
ZONE 1, 6, and 7 (Refer to Figure 13-13.)
Nose Gear
N07E
Place airplane on jacks, and attach weighted tail
stand, as outlined in Section II, for the following

checks.
Nose Landing Gear Components Refer to Section VI for Maintenance Practices.
1. bushings Inspect for wear, security and lubrication.

Scissors and
2. Drag brace Inspect for damage and securityi
3. Drag brace bearing support structure Inspect for loose or missing rivets, condition
and security.
4. Trunnion fittings Inspect for evidence of wear.
5. Actuating cylinder Inspect for leakage and security at attach points.
6. Bungee spring Inspect for wear and security at attach points.
7. Micro switches and wiring Inspect for operation, dirt and condition.
8. Steering cylinder Inspect for leakage and security.
9. Bypass valve Inspect for leakage and security.
10. Fluid lines and connections Inspect for leakage, damage and security.
11. Nose gear door actuating rods and rod ends Inspect alignment, check for wear and
security.
12. Nose gear doors and structure Inspect for interfereni~e, droop, damage and security.
13. Structure Inspect for evidence of wear, gear interference, cleanliness, general
condition and leakage.
14. Nose gear steering system Inspect for cleanliness, general condition and evidence of
wear.
Nose Landing Gear Refer to Section VI for Maintenance Practices.
1. Nose Wheel Remove, clean and inspect.

2. Tires Inspect for wear, weather cracking, oil saturation, cuts, flat spots and proper
inflation.
3. Wheels Inspect for cracks, nicks and corrosion,
T
4. Axle and wheel components Inspect for evidence or irregular wear or damage.
Nose Wheel Bearings Refer to Section VI for Maintenance Practices.
1. Bearings Remove, clean and inspect for rough spots and evidence of overheating.
2. Bearing cups Inspect for pitting and scaring.
3. Repack bearings in accordance with procedures outlined in Section VI.
4. Install and secure nose wheel in accordance with installation procedures outlined in
Section VI.
13-68 Change4
690
Inspections
ZONE 6 and 7 (Refer to Figure 13-13.)
Main Gear
NOTE
Place airplane on jacks, using weighted tail stand

support as outlined in Section II. Level airplane
for operational tests.
Main Gear Strut Refer to Section II for servicing. Refer to Section VI for Maintenance
Practices. Referto Figure 13-14 for Lubrication Procedures.
1. Trunnion retaining bolts Inspect for security.

2. Strut Inspect for leakage, damage and need for servicing.
3. Drag brace Inspect for wear at attach points and for security.
4. Retraction cylinders Inspect for leakage, wear and security at attach points.
5. Scissors and bearings Inspect for wear and security.
6. Micro switches Inspect condition and security.
7. Ground contact switch Inspect security (left gear only).
Main Wheels Refer to Section VI for Maintenance Practices.
1. hlain wheels Remove, clean and inspect.

2. Tires Inspect for wear, weather cracking, oil saturation, cuts, flat spots and proper
inflation. Rotate tires if indicated by wear pattern.
3. Wheel Inspect for corrosion, damage and an indication of overheating.
4. Wheel half retaining bolts Inspect for looseness. Check Torque.
Wheel Bearings, Bearing Cups and Spacers Refer to Section VI for Maintenance Practices.
1. Bearings Inspect for roughness and evidence of overheating.

2. Bearing cups Inspect for pitting and scoring.
3. Pack bearings in accordance with procedures in Section VI.
Brake Assembly Refer to Section VI for Maintenance Practices.
I. Brake disc Inspect for wear, cracks and dishing (refer to Section VI for wear limits).
2. Brake lining Inspect for wear (refer to Section VI for wear limits).
3. Brake housing Inspect for leakage and damage.
4. Brake lines Inspect for chafing, fraying, damage, leakage and security.
Main Wheel
1. Install main wheel in accordance with installation procedures outlined in Section VI.
Landing Gear
1. Perform operation check of landing gear system as outlined in Section VI of the

Maintenance Manual.
Change 4 13-69
690
8ectlon YTTT MAINTENANCE MANUAL
Inspections
PHASE "D" INSPECTION,PROGRAM I MECH. INSP.
Power Plant
Engine General Refer to Garrett Maintenance Mallual for Maintenance Practices.
i. Oil Filter Inspect for contamination. Replace with new filter.

2. Fuel filter Inspect for contamination, clean, replace with new filter if required.
3. Fluid lines and connections Inspect for leaks, cracks, chafing, rubbing and security.
4. Electrical wiring and connections Inspect for insulation, corrosion, chafing and
security.
5. Mechanical linkage and cables Inspect for binding, rigging and security.
6. Fuel flow divider Clean screen (refer to Garrett Maintenance Manual for
procedures).
7. Magnetic chip detector (plug) Remove and inspect shaft splines and engine drive
splines for wear (refer to Garrett Maintenance Manual for wear check).
8. $tarter-Generator Remove, clean and inspect shaft splines and engine drive splines
for wear. (Refer to Garrett Maintenance Manual for wear check.)
a. Outlet screen Inspect for damage, distortion and for adequate clearance
between screen and armature.
b. Commutator and brushes Inspect for condition, wear and pitting.
c. Lubricate splines (Refer to Garrett Maintenance Manual for proper lubricant.)
Install and inspect electrical connections and security.
13-70 Change4
690
Inspections

I~ CAUT ION

rate.
:Change 4 13-71
W c~m
tcm
C3
O
OX
0 CU ~O 0 eu 0 0 0 0 0 0 or- a,
0 c3 co 0 ct, co 0 0 0 33 00 00
hi m cr ro a, o N m 33 u,s, 0
C- LL) 0 C- ID CI 01 33 (0 P3N
33 33 01 N rl 17.25
28. 50
35.75
45;00
53, 20
51.46
69. ~O
’11 1 f 1 77. 80
86.00
90.DO
97. SD
106. 50
116. 00
120.48
TI I 1 ~U 1 I# I I I 1 I LEf;T HORIZONTAL STAf31LIZER 1 3

(0 0 b
0 0 (ZONES)
n,~ 0
co
0 ZONE 7
ZONE 6
(LH)co
(RH)
o~
Z
09
rnO
OI
105. 45 ’1
O ZONE 5 (LIi)l_ _I 1 98. 00 b
ZONE 4 (RH)I- -1 M ~U i ~z
a
r
~Q 00000000
00000000
id
"3’0 O
eo CI~
Z i2. 00
Z=0
Z -10. 00
O
2=-28. 00
i i
Z -40. 00
2=-55. 50--t2
0 0 00000 0 O~f- 0 0 000 00 0 33 0 0 0 0 0 0 0 0 N CD QQJ cD

in u3 0001nm ~n Oe~cD 0 ~D rolnln 00 o o, 0 0 0 0 0 c 0 ~o s, un co
o I ni dc;cr’doi ri L~ln’N’ O’ (d ´•r’m’cj cdm~ p;c~j cr i N‘ d ed d cj ed (d cj~- o‘

tr O CU~ CI~ mlr~n o~ rO ~D rl 0
U
U3
I
I I rq eg cu c~ in P- cJ (O m o cuo m
II ~I CU NC1~ N cu CU m F? n O m ´•s ´•r
B D.ZONE ZONE 2 ZONE B~

690
MAINfNANCE MANUAL Section XIII
Inspections
WOTE
ON EACH DETAIL.
J L
i
A
i.i-~1_1
C
li~u I
B I I O
i \G H K
M
,II,
APPLICATION
SPECIFICATIONS AND TYPE Of LUBRICATION
SYMBOL
g
HAND PACK I MIL-G-81322A AIRCRAFT GREASE OR EQUIVALENT.
(II~
ZERK GUN MIL-G-81322A AIRCRAFT GREASE OR EQUIVALENT.
(HF)
DISPENSER FLAI(E GRAPHITE

LLIFRO
OIL CAN I MIL-L-7808 IF OPERATING IN EXTREMELY
ARE: ACCEPTABLE.
DO NOT MM BRANDS
OR TYPES OF OILS.
Figure 13-14. Lubrication Char~ (Shee~l of 5)
Change 4 13-73
690
Sact~lnn XIII MAINTENANCE MANUAL
Inspections

UPPER DRAG BRACE
)!t Igs
-s´•r,
rlli i
i~""
C
.I´•f \i
.´•t
(y
:I (8 PLS)
(HF) DAILY
1~ 100 HOURS
100HOURS
200 HOURS OR [II

~Jtl WHEN WHEEL
IS REMOVED
100 HOURS
26 3 1 26 5
~I 50080URS
500 HOUnS
500HOURS
27 I ?1 6
Figure 13-14. Lubrication Chart (Shaet 2 of 5)
13-74 Change 4
690
Section XIII
MAINTENANCE MANUAL
Inspections
(r [jl (14 PLS)
rlCi:
---, s
i I
O
O C
C o
~I
dli i ii\i´•/
(If 100 HOURS
~ns REPUIRED
G CABIN DOOR
F SEAT MECHANISM
(6 PLS)
(4 PLS)
WOTE
e LUBRICATE DOOR SEAL

c
WITH SILICONE BASE
LUBRICANT (AS REQD)
100 HOURS
AS REQUIRED
500 HOURS
AS RE&UIRED H 500 HOURS
22 29

13-75
Change 4
690
Section XIII MAINT~ENANCE MANUAL
Inspections
H BAGGAGE COMPARTMENT DOOR I ENGINE SECTION (CONTROLS)
g
1~
II i~ i
AS REQUIRED
AS REQUIRED WOIIE
LUBRICATE ALL
(jl AS REQUIRED CONNECTIONS IN

ENGINE SECTION AS REQUIRED
AS INDICATED
227 2239
(H Fl I
I II
’’’I
~IA\
i
HF)
(HF) DAILY
200 HOURS OR
WHEN WHEEL
IS REMOVED
100 HOURS
g 100 HOURS
[r 100HOURS
R127
26 ?S
Figure 13-14. Lubricotion Chart ~Sheet 4 of 5)
13-76 Change 4
690
Inspections
L GEAR UPLOCK
M REFRIGERATION UNIT
I´•´•
iiia"’=~:´•;r, ~II4.I ,´•~c´•;!i.. ~r
’rll
-ii
352~iil;I d
"d
~1100 HOURS
*(i 25 HOURS
Ir IP
266
N
CLAMSHELL DOORS
TAB MECHANISM
[II
Ijl
r
:j
i/
]j
II’-
[r
(11200 I(OURS
(i 100 HOURS
~1 200 ~IOURS
16 29
Figure 13-14. Lubrication Chart (Sheet S of 5)
Change 4 13-77
690
Inspections

TPE331-5 ENGINE 2518 BENDIX CONTROLLER
GEN. LOAD LESS THAN 50 AMPS.
BLEED AIR "ON" 2521< 1
YlYYYYlllnY CVN I nVLLrn
MAX. RESIDVAL ITT 3000 C (PRIOR ENGINE STARTI

2541( 1
START ITT 11490 C
NORMALITT-9230C
OIL PRESSURE
j 70-120831
40 PSI IDLE
(INFLIGHT)
(MIN) (GROUND).
S/N L.
S/N R. O.A.T. DATE
OPERATOR ALT. Ale NO.
OPERATION I POS.C/L I POS.PIL I RECORD DATA
NTS Lockout 1 L F.I. Unfeather pump on, depress and hold NTS test switch

Accel. time Sec.’s L. :R.
Start Engine (Limit 11490 C ITT)
Record from rise in ITT to 85% RPM (Wooward) 70% RPM (8endix)
NTS Functional L F.I. Observe NTS light out as engine cranks. NTS light
on at approximately 2536, then out.
IDEAL OIL I OIL

RPM Wf ITT SHP/TQ
RPM PRESS TEMP
OSG Bendix 104.5 105.50m H MAX. L. Prop on locks 101.0 to 105.0 (30 red.)
Woodward 103.0 -105.0% I I R. Never exceed 1061
105.5 108.0 (5 sees. max.)
H l?lt.n%l
Flight Idle Fuel Flow F.I. I. Ground check only. Flight test
2elK 88.0%
[Props on locks) 252K 95.0%
L 284K 96.0% instruction.
USGL L 0.1. Bl.o%l

2611(70% L´•-
loadtoward
rev.lOPPH 252885% R.--
254K 65%
USG Reset Check L I G.I, g0X L.

(applicable 2521< 2541< 1 I to 2.5) R.
engines only) REV.
USGH H 1 G.I. 98.6% 1 L.

loadtoward (+0.5) R´•
rev. 10PPH
’PGH (Takeoff) I H Temp 100%

L.
or torque
0.5 R.
limit
*POL L 400HPt 93.59k

L~_
TO to
R.
50%-60961 94.5X
Oov. Separation Check Reduce I G.I. I Donot

L.
R.
96% i rev.lOPPH 1 93.5%
REV.H H REV. I MIN IL.

95% R.
I H F.I. I I DROP HP limiter test switch depress.

HP Limiter
L. RPM/Wf decrease release switch,
R. RPMIWf
Normal Shutdown L I G.I.

Emergency Shutdown L I G.I. Stroke C/L to feather fuel flow to

zero prior to prop going td’feather.
’Normal operating oil temperature 750 50 C t Do not exceed engine temp. limit. 025-1

13-78 Change 4
690
Inspections
CALENDAR INSPECTION PRDORAM MFCH. INSP
Check "A"
Pre Inppectlan Walkaround Check
Carry out external and internal inspection of the airplane. noting signs of damage.
Cheek tires for wear.
Check static wicks for condition iifinstnnem.
Record defects far subsequent rectification.
13-19
Change 4
690
SectionXIII MAINTENANCE MANUAL
Inspecdons
CALENDAR INSPECTION PROGRAM MECB INSP.
Chech
Pre Inspectlan Functional Chechs

Oight, shall be accomplished in accordance with
the applicable Airplane Piight Manuul.
Start and run bath engines, record parameters us required using engine run sheet
contained in inspection package
NOTE
Use Airplane PLight Manual Checklist to psr~orm

starts.
Right generator only on line, check load
pressure.
Operate air conditioning system. Check for normal and maximum now and
Check propeller deicine system (ifinstalled), observe voltammeter.
Check wing and empennage deicing boots (ifinstalled), visually observe operation.
Check internal lights for correct operation, including cabin lighta.
After engine shutdown, check for oil leaks and ail level.
Check auxiliary pump operation
Check operation of outnow valve vacuum system.
Check operation (full and free) of all night cantrols
13-RO Change 4
690
MAINTENANCE MANUAL Sectieli XIII
Inspoetions
CALENDAR INSPECTION PROGRAM IMECtl. INSP.
’PI"
Read General Instructions
1, Remove prop spinner clean and inspect for condition

2 Prop Uindes Clean and inspect for condition and security, particularly niche, dents,
gougee. corrosion and cracks
3 Inspect Prop Deice Roots and Wiring (ifinstalled) for condition and security
i inspect Prop for canditian and security and oil leaks.
i. Remove or open cowling and access panels
2. Inspect co-ling, fasteners. support ring and nacelle nose ring for condition. especially
seals
3. Inspect Inlet Air Scoop and Nose Ring for condition and security
4 inspect Exhuust Assembly ior condition and security
5. Inspect fluid lines and connections for leaks.
6. Inspect controls for condition, security.
7 Check for correct travel and beedom of movement. Lubricote rod end hearings as
’equircd.
8. Inspect accessaries and auxiliaries for condition, nuid leaks and security.
9 Inspect fuel solenoid valve for leakage, security
10 Inspect accessory drive case for oil leaks.
II. Inspect oil cooler for leaks
12. Inspect bleed air shutoff and check valve far condition and security.
13. Inspect starter-generator outlet screen for damage distortion and for adequate
clearance between screen and armature.
14 Inspect compressor air inlet for foreign mntel´•ial, obstruction or damage and crocks in
epoly paint.
15. Inspect first stage compressor impeller for nicks, cracks, distorted blades and foreign
oblect damage.
16 inspect inlet sensors for condition and security.
17 inspect fuel nozzles and manifold assemhiies for leakage and security.
18 Remove rags and tools from all areas.
19. Install all cowling and access panels, check for correct fittings and security.
P~irframe
Fuselage Nose Internal
1 inspect outflow and safety valves.

a. Inspect nosewheel well structure for condition.
Fuselage Nose External
I inspect fuselage skin for condition
Change 4 13-81
690
Seopon XIII MAINTENANCE MANUAL
Inspections
CPILENDAR INSPECTION PAOOAPIM MECH. INSP
Check "A"
1. Inspeet windshield and windows for conditian, ilal’tieularly crazing and security.
2. Inspect all night controls for fieedam of movelnmt.
3 inspect Engine Control lovers for freedom of movement.
1. Inspect skin surface for eond~tlan and security.

2. Inspect windshield wipers for condition of blades, secority and operation.
caurlou
Do not operate windshield wipers on a dry

windshield. Scratches may occur.
1 Inspect seats, seat belts and adlusting mechanism for operation and Lubricate.
2. Inspect oxygen overhead outlet doors for condition.
3. Inspect cabin windows for condition, particularly crazing and security
Inspect emergency exit for security.
5. Inspect cabin area far cleanliness and condition.
i. Inspect fuselage shin for candiuan and security.

2. Inspect cabin door hinges far condition and security and lubricate.
3. Inspect cabin dam and lacking mechanism for ease of operation, positive locking and
4. Inspect door seal for eondi6on and security.
1 Inspect baggage compartment daar attach paints and Latch for condition and security.
2. Inspect fuselage skin surface for condition of paint, corrosion and loose or missing
rivets.
3. Inspect vents and static ports for condition.
4. Inspect external power receptablo for condition.
5. Inspect tail skid for condition.
8. Inspect tail cone for candition.
7. Inspect horizontal stabilizer structure for condition Perform squeeze test as outlined
in Section II.
8. Inspect elevator structure for condition
9. Inspect elevator hinge points for Eandidon.
10. Inspect elevator trim tab and attach points for security.
ii. Inspect vertical stabilizer structure for candition. Perform "squeeze" test as outlined in
Section II.
12. Inspect rudder structure for condition.
13. Inspect rudder slot and tab boots (if installed) for condition.
14. Inspect rudder hinge pornts Eer condition.
16 inspect rudder trim tab at actuator, attach points far security.
1G. Inspect empennage deiee boats (if installed) far candition.
17 Inspect static discharger for conditian
13-82 Change 4
690
MAINTENANCE MANLIAL SectionXIII
Inspectian;
CALENDAR INSPECTION PROGRAM MECH. INSP.
Check "1"
Rear Fuselage and EmpannaQe (Internal)
1. Inspect baggage compartment for general condition.
Wings (External)
i. Inspect wing skin and access panels for condition and security, particularly for signs
of fuel leaks.
2. Inspect vents and drains for condition and proper positioning.
3 Inspect fuel filler cap for condition and security.
4. Inspect deice boats (if installed) for condition and security.
5. Inspect wing tip for condition and security.
6. Inspect aileron hinge points far condition and security.
7. Inspect aileron tnm tab hinge points for condition and security.
8 inspect nap attach points far condition and security and wear st hinges.
9 inspect nap trailing edge for evidence of improper adjustment.
lo inspect static dischargers for cohdition and security.
Nacelles
1. Check nitrogen storage battle pressure (425-526 psi1476 psi desired). Inspect filler
valve and gauge for condition.
a. Inspect fluid lines for condition and security.
9. Inspect structure for condition
4. Inspect main gear door and linkage for correct adjustment, condition and security.
Lubricate hinge and linkage.
5. Inspect uplock mechanism for hydraulic Leaks and wear at uplocr arm slot.
6. Inspect clam shell daars for canditian and security and lubricate.
7. Inspect door control valve, priority valves and cylinders for leakage.
8. Inspect the following left nacelle hydraulic components for condition and security:
a. Hydraulic Reservoir.
b. Thermal pressure relief valve.
c. Auxiliary hydraulic pressure switch
d. Hydraulic accumulatoriregulotor.
e. Auxiliary hydraulic pump´•
9. Service hydraulic reservoir and accumulatariregulator, as required.
Landing Oear Main
1. Inspect strut for condit~an.

2. Inspect drag brace for wear at attach paints.
3. Inspect retraction cylinders far condition.
4. Inspect scissors and bearings for condition and lubricate.
6. Inspect wheels and tires far condition and security.
B. Inspect brake disc for candition, dishing and wear limits.
7. Inspect brake housing for condition,
8. Inspect brake Lines for condition and security.
Change 4 13-85
690
MAINTENANCE MANUAL
Inspections
CALENDAR INSPECTION PROGRAM MECH INSP.
Cheek ’A"
1 Inspect scissors and bushing ~ol´• condition and lubricate.

2 inspect drag brace for condition.
3 inspect drag brace bearing suppol´•t structure for condition, security and loose ol´•
missing rivets.
4. Inspect trunnion fittings for condition
5. Inspect actuating cylinder for condition
fi Inspect bungee spring tbr condition.
7 Inspect steerin~ cylinder ibr canditian
ti Inspect nuid lines nod connections far condition and security.
’J. Inspect nose gear door mechanism for condition and lubricate.
10. Inspect nose gear doors and structure for condition
L1 Inspect wheels and tires for condition and security.
Electrical
1 Inspect generator inlet heat boot (if installed) for condition, security and operation.
CAUIIDN
Craond operation of the generator inlet anti-icing

system (if installed) for longer than ten (lo)
elements.
2 Inspect electrical wiring and connections for condition and security.

3. Inspect ignition box and ignition system electrical connections and security
4 Inspect ITT harness connectors for condition and security.
Fuselage Nose
1. Inspect lending lights for condition and operation

2. Inspect electrical components, wiring bundles and electrical connections for condition
Flight Station
i. Inspect overhead switch and circuit broaher panel for security.
Passenger Compartmsnt
i. Inspect instruction, reading, floor and overhead lights for condition
Rear Fuselage and Empennage
1. Inspect navigation ligllt for condition and operation.

2 h~spect anti-collision for condition and ~,perutian.
3. hispect strobe light for coiidition and operation
15-84 Change 4
690
hlspeotiuna
CALENDAR INSPECTION PROGRAM YECH. lNSF.
Check
1 inspect navigation light for condition and opel´•paion.

2. Inspect strobe lights for condition and operation.
3 inspect wing inspection lights Ear condition and operation
Landing Gear
1 Inspect nose gear micro switches anti wiring for condition

Inspect main gear micro switches and wiring for condition
3 inspect ground security (leR gear only)
contact switcli for
p Inspect taxi lights for condition and operation
5 inspect wheel well electrical wire bundles for condition.
Instrumento
I Inspect instrument panels. shaekmounts, notices and placard for condition and
security. (Notices and placards for legibility.)
2 Inspect instrument hoses for condition and security
Fuselage Nose
i. Cheek static lines for drainage

a. Inspect pitat tubes for condition.
i. Inspect rudder and elevator autopilot servos iar condition.

2. Inspect rudder and elevator trim tab position transmitter for condition.
3 Inspect aileron autopilot servo for condition.
Ghnnge~ 13-86
690
Seatinn XI11 MAINTENANCE MANUAL
inspections
CALENDAR INSPECTION PROGRAM MECH. INSP
ChBElr "A"
Cheek windows and windshields are clean and free ~ram defects.
Cheek strut extension appears normal.
Cheek static wicks for security (ifinstalled).
Check control locks, pitot and engine covers are installed as required.
Cheek all airplane documentation is present, i.e. airworthiness certificate, night

Ensure night log (if applicable) is updated to rensct latest maintenance and current
recorded and earry forward defects, etc., are noted.
Ensure inspection eerti8cation is completed.
19-86 Change 4
690
MAINTENANCE MANUAL SectionXIII
inspections
Cheek "A"
Poet Inspection Funetlonal Cheeks
cnuIlon

flight, shall be accomplished in acconlanee with
Run engines and check for lealts etc. Check ail level on shutdown.
rate.
Change( 1381
690
MAINTENANCE MANUAL
Inspections
*01r

ON CACII DETAIL.
J L
lo
DEF G
I´•ii H K
N
2’"
nppllcnrloN
SP6CI~ICATIONS FIND TYPI O~ LUBRICATION
SYMBOL
~1
HAND PACK MIL-G-81322A AIRCRAFT GREASE OR EPUIVALENT.
TERK OUN MIL-G-81322A AIRCRAFT GREASE OR EQUIYALENT.
(HF)
CLOTH WIPI MIL-H-5606 HYDRAULIC FLUID.
DIPPINSER DOOR EASE (STICK FORM).
DISPENSIR FLAKE GRAPHITE
lr
011 CAN GENERAL PURPOSE SAE 10W OIL.
APPROVED OILS: Refngeralion Wt ~oot strap)

’C ~AL FEB
011 CAN MIL-L-?B118 IF OPERATING hi EXTREMELY

´•´•1MI-´•- PWUN*LMTB CAUTION
AI~ ACCEPTABLE.
DO NOT MIX BRANDS

on TYPES OF OIL8.
figure 13-16. Lubriration Chart (Sheel 1 of 5)
18-88
Ch8ngo 4
690
MAINTENANCE- MANUAL Soetion XIII
Iniipections
A Nose LPINOING OIAR *ND I B NOSs OIP~R DOORS

UPPIR DRP~O BRP~CI
Rk´• C
~P
I Iy ii.
n C-´•´•;
-li
;1
~I b$i I´•tli’lC c´•Vi
sc
/4 dl
(a PLS)
(HF)n
(HF) DAILY
i’ i g
too HOURS
1(10 HOURS
zoo HOURS OR
[11
-Y~ WHEN WHEEL
ISnEMOYID
100 HOURS
’d
C CONTROL COLUMN ELIV*TOR TOROUI TURFS
~Ci´•
a3
´•´•-qi´•
I i
500 HOURS
500 nouns
(r 500 HOURS
ill iib
Figure 13-16. Lubriration Chart ilheel of 5)
Change 4 13-89
690
BePtipnXIII MAINTENANCE MANLIAL
loepeutioes
D OIP.II~LPIP CONrRO~ E RUDDII BRALr PID*LS
d
C
P
3 OL‘
OC’i 3rll ii~
(1-100 HOURS
ij as REQUIRED
F Sf*T MICHANISM G caslu DOOR
(0 PL6)
k
P,
9916
BIa LUBRICATE BOOR BEAL

WITH 81LICoNE BASE
LUBRICANT (As REQD)
rro
[r 100 Houns
C AS REQUIRED
r *9 RE4UULED
e2 re
Figure 13-16. Lubri~.tion Eh.rl (Shsel 3 of 5)
15´•90 Change~
I INOINT SICIION (CONIROLSI
m Reb~uIREo
~;BE)JUIRED
AS REqUIRED
MAIN LANDING OII~,D001
(nF)
2-~ 100 HOURS
(i 100 HOURS
::11
RECEIVED BY I~T P
a90
-~LMTCNdMCE MiAMUAL
L olnR UPLdC~K ::-l":l’:´•lt i;,;- ’;::-I ’:I M RI~RIOSRPI1ION UNIT
jlI
d
:I
a
l~i´•i
~100 HOURS I i(r 25 HOURS
N CLAMIHlllDOORS O RUDDIR *NO IIIVPITOR TRIM
ry-
J g
i"" uJul
[1C 200 ~IOUnS
(11100 HOURS -Y~ 200 IIOUIIS
’i""’"
RECEIVED BY
690
MAINTENANCE MANUAL Section XITI
In3peelions
GROUND OPERATIONAL CMECK

TPE331-5 ENGINE 251K BENDIX CONTROLLER
(ILN. LOI\D LESS TH*N SD ~MPS.
BLEED nlR ..ON´•. 252K
WOODW~RD CONTROLLER
Z~K
M~X. RESIOU*L ITT 3000 C IPRIOR ENOINIST~RTI
STI\RT ITT 11490 C nit .ar.llaF
7(1.120 PSI IINFLIBHT1
NORMnL ITT 923" C I IO PSI IDLE IMIN1 IOROUNDI.
SIN L.
SIN R. O.I\.T.
OPERI\TOR _
*LT´• *iC NO.
OPER~TION I POS. CIL I POS. PIL I RECORD DI\T~
IND. (No alectricel Powarl
NTs Lockout L F.I. I Unfsafhsr pumll on. dsprsn and hold NTS te~f rwitoh
NTS light on: PIL to Ond. Idle.light out. Pit to Fit. Idle.
light oil. Releare NTS ta~t irritch.
Limia F.I. Record nlual ITT 3 Peak ITT during ltart,

ab~arvs starter Duty Cycle
liccel, time Sac.’r L. :R.
Start Engine iLimit 11180 C ITTI
Record from rice in ITT to 86X RPM Isoowsrdi IOI RPM Ilendixl
NTs Functional L I F.I. Obrerva NTS light out ar engine crsnk.. NTS light
on at´•pproxim~tely 2596.lhen out
IDEIIL OIL 1 011

RPM Wf 1TT SHPITO
RPM PRESS TEMP
OS(i Bendix 106.6 105.5X H MIW. kop on iock. 101.0 to 105.0 130 lao~.l
L. _
wo.awa~ 103´•(1 -105.01~ i I I IA:_ Never exceed 10BI

105.5 105.0 (5 ~ecc. max.i
neht idle Fuel Flow H F.I. Ground check only flight telt
IProp..n lock.) L R._ edlult P"’ pilD1
L Inlnlrtion.
USOL L 0.1, alml

IOY
L.
Iosd toward _
IOPPH R´•-
UsO Re~a CheoX L I E.I. I 801

L.~
iapplicahla 252K LI 25IK m i’2.5) R.
aneine~oncl REY.
G.I´• 1S.SX L. _
loadtoward
itO.SI R´•
rev. IOPPH
Ihhsoffl I H I Tsml, 100L

L.
limit
´•POL
5016 50% 96.51

ILR.
Oov. LpBldtilm Check I Reduce I G.I. I Donot
L._
rev.l0 PPH 93.5"( R-
gag(
REV.H H REV. I MIN L_

BSX I R´•
HP Limiter I H I F.I. I I I DROP HP limiter talt iwitch dsyrsa.

L._ I RPMMI1 decraare relealelwitch.
R._ I RPMNYf incraala
Normal shutdown I L I G.I.

Onerate st 0.1. I minuter
Emergency shutdown I L I G.I. I I Stroke CIL to feather fuel flow to

lalu pn, to Inop loing to (esmer.
´•Normal oper.ting oil anporafure 750 50 C f Do notexceed snginsamp.limit. ol~l
Figure 13-17. Ingins Ol~und Operotional Che~L

18-95
Chunge 4
690
Sectisn XIII MAINTENANCE MANUAL
bapsotisna
Check "11"
Pre Inspection Walkaraund Check
out external and internal inspection of the airplane, noting signs of damage,
Carry
Cheek windows and windshields for obvious damage.
Cheek ststio wicks for condition (ifinstalled).
ChaeL propellers for damage.
Change 1
1S-R4
690
inspections
CALENDAR INSPECTION PROGRAM MECW. INSP.
Cheek "*I’~
pre Inspection Funotlanal Checks
I cnunaK?
CAUTION

night, shall be accomplished in accordance with
the applicable Airplane Blight Manual.
NOTE

starts
Roth generators an line, check load sharing.
Left generator only on line, check lend.
Right generator only on Line, check load.
Check hydraulic functioning by operating flaps through full range. Obsslve hydraulic
pressure
Operate air conditioning system Check for normal and maximum Row and
Chock propeller daicini: system (if installed), observe voltammeter.
Check stall and pitot heat systems, observe valtammeeter
Check wing and empennage deicing boots (iiinstalled), visually observe ope’8tion.
Check internal lights far correct operation, including cabin lights.
Cheek auxiliary pump operation.
Check operation of outnow valve vacuum system.
Check opera6an (fuli and free) oiall night controls.
Check trim centrals, mechanical and electrical.
Change 4 1S-95
690
Spe~ion XIII MAINTENANCE MANUAL
hIPspeeionns
CALENDAR INSPECTION PROGRAM MECII. INSP.
Check "~1"
Propeller
i. Remove prop spmner. clean and inspect for condition.

2 Prop Blades Clea,i and inspect for condition and security, particularly nicks, dents,
gouges, corrosion and cracks
3 Inspect prop deiee boots and wiring (if installed) For condition, security and operation
4 Inspect prop for condition. security and oil leaks.
5. Inspect propeller hub assembly br oil leaks, misalignment and cracks.
6 Check all external nuts, bolt beads and screws for security of locking. Replace spinner.
1 Remove or open cowling and access panels.
2. Inspect cawling. fasteners. support ring and naeelle nose ring for condition. especially
seals
3. Inspect inlet air scoop and nose ring for condition and security.
4. Inspect exhanst assembly far condition and security
5 Inspect fluid liner and connections for lc;lks, condition and secority.
B. Inspect engine mounts. mount brackets and mount bolts for condition and security.
7. Inspect controls for condition, security and I´•igging. Cheek for correct travel and
lieedom of movement. i.llbricate rod end bearings as required.
R. Remove oil filter, inspect for contamination and metal particles. Fit new filter element
and new seal, cheek for security.
9 Fuel biter Inspect for contamination, clean and reinsball, check for security. Paper
type filters should be discal´•ded and replaced with new items.
10. Cheek operation (opening and closing) of plenum drain valves, without removing
valves.
11. Inspect accessories and auxiliaries For condition, nuid leaks and security.
L2. Inspect fuel solenoid valve for leakage, security and proper rigging.
13. Inspect accessory drive case for oil leaks.
14 Inspect oil cooler for leaks, security and condition ofeore.
15. Remove stnrter-genernlar for electrical check. Clean (Shsll 360 solvent) and inspect
shaft splines and engine drive splines fa,´• wear.
16. Inspect starter-generator outlet screen for damage, distortion and for adequate
clearance between screen and armature
1?. Lubricate starter-generator drive splines with grease (MIL-G-21164 and install
atartergenerntor
18. Remove ignitor plugs, clean and inspect andior replace.
iS. Inspect compressor air inlet forforeign material, obstruction or damage and cracks in
epoxy paint.
20. Inspect first stage compressor impeller for nicks, cracks, riistorted blades and foreign
object damage.
21 Remove and inspect magnetic chip
detector plug.lnd inspect for metal particles. Place
metal bar magnetic poles and ei~eek light an annunciator panel far illumination
across
Install magnetic chip detector plug and inspect fur security

23. Inspect inlet sensors fur condition and security.
23. Inspect fuel noz7ies and manifold assemblies for leakage and security.
24 Remove and clean fuel Flow dividel´• valve screen. Install fuel now dividel´• valve screen
and check for security and leakage
25. Remove li~el manifold porge system (10 micron filter), clean, inspect, replace and cheek
for aoeuwty.
Zfi. Remove rags and tools fi´•om all areas
27. Install all cowiing and access panels. cheelr For correct fitting and security
L3-96
Change 4
690
MAINTENANCE MANUAL SectionX111
Inspeclianl
CALENDAR INSPECTION PROGRAM M&CH.
Check
Airframe
Fu~elage Nose Internal
i. Clean outflow and safety valves.

2 inspect nose wheel well struetol´•e for condition.
3. Inspect power brake valves and lines For condition and socul´•ity.
4. Inspect ram air cheek valves and ducts for condition and operation
5. Inspect parking brake valve fa,´• condition and security.
Fuselage Nose External
1 Inspect fuselage skin for condition.

2. Inspect access doors and panels for condition and security.
Flight Station Internal
1 inspect windshield and windows for condition. particularly crating and security. Cheek
condition and seals.
2. Inspect all night controls for freedom of movement.
3 inspect rudder balance cables, pulley brackets, guard pins and turnbueltlel Ear
condition, security and proper safety.
4 inspect engine control levers for proper adjustment, locking, security and ~eedom of
movement.
5. Inspect cabin pressure controller and solenoid valve far condition.
6. Inspect rudder brake pedal attach paint. Ear freedom of operation. Lubricate
7. Inspect control column, rudder pedals, brake linkage and rudder boots (if installed) for
condition and security.
8. Inspect aileron control cable drum, cables and attachment stops for condition.
9. Inspect elevatar forward transfer tube and push-pull rods, cables and stops for
condition
10 Inspect crew compartrnent area for cleanliness and condition
ii Inspect pressurination ducts for condition and security.
12. Inspect hydraulic lines and fittings for condition and security
13. Inspect structure under floor for condition.
Flight Station External
1. Inspect shin surface for condition and security.

2. Inspect windshield wipers for condition of blades, security and operation.

windshield Scratches may occur
3 inspect access doors and panels for condition.
Change 4 13-97
690
Section XI1I MAINTENANCE MANUAL
Inspections
CALENDAR INSPECTION PROGRAM MRCN INSP
Check
Passenger Campartment Internal
1 Inspect seats, sent tracks, sent belts and adjusting mechanism for condition, operatlan
nndsecurity. Lubricate
2. Inspect Erst aid kits for condition, completeness of contents and security.
3. Inspect oxygen overhead outlets far candtion, operation nnd security.
4. Inspect cabin windows for condition, particularly crazing and security.
s. Inspect emergency exit for security.
6. Inspect pressurization and air conditioning roof outlets for condition and security.
7 Inspect cabin temperature sensing unit far canditian.
8 inspect control surface cnbles nnd pulleys Ear condition and security.
9 Inspect structure under fiaor far condition.
lo. Inspect hydraulic lines and nttinga for condition and security.
11 Inspect cabin area far cleanliness and condition.
passenger Cempartment E*ernal
1. Inspect fuselage skin for condition and security.

2 Inspect cabin door hinges and step for condition and security and lubricate.
3 Inspect cabin door and locking mechanism for ease of operation, positive locking and
Wn~Oille switch adiustment.
4. Inspect operation of door handle and bayonet extension. Ensure that all moveable
protrude approximately the same amount pest the door frame, when in the retracted
position (door handle hi open position). If any bayonets appear to be unusally short,
perform cabin door bayonet rigging check. (Refer to Maintenance Manual, Section II)
5. Inspect door seal for condition and security.
Rear Fuselage and Empennage (Internal)
1 Inspect structure for condition.

2. Inspect upper and lower pulley cluster for condition.
3. Inspect control cables, turnbuckles and pulleys for condition and security.
4. Inspect nap master and primary pulleys and connecting rod far security.
5. Inspect rudder and elevator trim tab actuators, chains, sprockets and flexible shafts for
condition and lubricate.
6. Inspect pressurization ducts far canditian and security
7. Inspect refrigeration unit for:
a Ducts firmly connected.

b. Clamp tight and laclrwire intact
c Check tubing and ducts far dents, kinks, bends and cracks.
8. Check oil in cooling air turbine (Refer to Mnintenance Manual, Section IX.)
9. Inspect bleed air pressure and air conditioning ducting for condition of insulation and
’B’ nuts and hose clamps for security.
13-98 Change 4
690
MAINTENANCE MANUAL SectionXI1I
Inspections
CALENDAR INSPECTIDN PROGRAM MECH. LNSP
Check "Al"
10. Inspect hydruulic lines and fittings for condition and security
11. Inspect wing nap actuatar cylinder For condition and security.
12. Inspect nitrogen storage bottle for security.
13 inspect deicing distributor valve for condition and security.
14. Inspect elevator push-pull rod ends far condition and security.
15 Inspect rudder torque tube tbr condition and security.
16. Inspect rudder travel stop pad and bolts for condition.
17. Inspect elevator aft torque tube far condition and security.
18. Inspect baggage campartment far general condition.
19. Inspect heater and installation for condition und security.
20. Inspect access door and panels far security
Rear Fuoelage and Empennage (Extsmal)
1. Inspect baggage compartment door attach points and latch far condition and security.
2. Inspect fuselage skin surface far condition of paint, corrosion and lease rivets.
3 Inspect vents and static ports for condition
4. Inspect external power receptacle for candition.
5. Inspect tail skid for canditian and security Inspect attach points for security.
6. Inspect toil cane for conditian
7 Inspect horizontal stnbiiber structure far condition and security. Inspect attach
points for security. Perform test as outlined in Section iI.
8 inspect eievatar structure for condition and security.
9 Inspect eievatar hinge points for condition and security.
10. Inspect eievatar trim tab and attach points for security
L1. Inspect vertical stabiiiler structure for condition and security. Inspect attach points
for security Perform test as outlined in Section II
12 Inspect rudder structure for condition and security.
13. Inspect rudder slot and tab boots (ifinstalled) for condition, security and operation
14. Inspect rudder hinge points far condition and security. Lubricate hinge points.
15. Checlr rudder and elevator trim tab free play. (Refer to Maintenance Manual, Section
VII.)
16. Inspect rudder trim tab and attach points for security.
17. Inspect empennage deicer boots (ifinstulled) for condition and security,
iS. Inspect static dischargers for condition and security.
Wlnga (External)
i. Inspect wing, nap and aileran skin far condition and security, particularly far signs
offuel leaks under wing.
2. Inspect vents and drains ~or condition and proper positioning.
3 Inspect fuel filler cap far condition and security.
4. Inspect deicer boots for condition and security
5. Inspect wing tip for condition and security.
6 Inspect aiieron hinge points for condition and security.
7. Inspect aileron trim tab hinge points for condition and security. Lubncate hinge
points.
8. Check aileron trim tub free play. (Hefer to Maintenance Manual, Section VIL)
9. Inspect nap attach points for condition and security and wear at hinges.
1U. Inspect nap trailing edge far evidence of improper arijustment.
11. Inspect static dischargers far condition and security.
Change 4 13-99
690
s..ti.. xln MAINTENANCE MANUAL
inspections
CALENDAR INSPECTION PROGRAM MECII. INSP.
Check "Al"
Nacelles
i. Cheelr nitrogen storage bottle pressure (435-585 psi) 476 psi desired inqlect filler
valve and gauge ibr condition System pressure should lie bled to check for enlgo
movement.
2 ChecL actual pressure using an external gauge
3. hlspect fluid lines for eoi~ditioa and soem´•ity
4. Inspect structure ibr condition, security and evidence of gear interference
5. Inspect main gear door and linkage for correct adjustment, eondit~on and security
Lubricate hinge and linkage
6 Inspect uplock mechanism for bmken extension spring. hydraulic leaks, wear at uplock
arm slot and lubricate
7 inspect clam shell doors for condition, correct adJustment, security and lubricate
8 inspect door control valve, priority valves and cylinders for condition and security.
Y. Inspect the following leR nacelle hydraulic components for conditian and security:
a. tIydmulie reservoir.
b. Thermal pressure relief valve
Auxiliary hydraulic pressure switch.
d nydmoiic necumulatoriregulntor.
e. Auxiliary hydraulic pump.
10. Service hydraulic reservoir and aecumulatodregulator. as required.

11 Functionally check the hydraulic shutonvalve.
12. Inspect access daars and panels for condition and security.
Landing Gear Main
1. Inspect landing gear truss for condition. security and lubricate mounting pins
2. Inspect trunnion retaining bolts for security.
3. Inspect strut for condition
4. Inspect drug brace for wear ut attach points, security and lubricate,
6 Inspect retraction cylinders far conditian, security at uttach paints and lubricate
6. Inspect scissars and bearings for condition, security and lubricate.
7. Remove main wheels and inspect for condition.
8. Inspect wheel hallretaining bolts for looseness.
g. Inspect drive hey for looseness and wear. (Doodyear).
tO. Inspect drive key slots for excessive wear and cracks. (Coodyear).
ii. Remove main wheel bearings, clean and inspect far rough spots und evidence of
overheating
12. Inspect bearing cups far pitting and scoring,
13. Fack beurings (Refer to Maintenance Manual, Section VI.)
14. Inspect brali;e discs ~ol´• condition, dishing and wear limits,
15 Inspect brake linings for wear limits. Check far glazing
IB. Inspect broke housing for condition.
17. Inspect bmlre lines for condition and security.
18 Install main wheels
19-100 Change 4
690
MAINTENANCE MANUAL SectiultXIII
Inspections
CALENDAR INSPECTION PROGRAM MF.CH. INSP.
ChBCk ’~Al"
Landing Gear Nose
1 Inspect scissors and bushings far condition, security and lubricate.

2. Inspect drag brace for condition, seeul´•ity and lubricate.
3. inspect drag brace bearing support structure for condition, socul´•ity and loose or
missing rivets.
4. Inspect trunnion Eittings for condition.
5. Inspect actuating cylinder for condition. security at attach points and lubricate.
6. Inspect bungee spring for condition and security at attach points
7 inspect steering cylinder for condition and security.
8 Inspect fluid lines and connections for condition and security.
9 Inspect nose gear door mechanism far condition, security, alignment and lubricate
]O. inspect nose gear doors and structure Eol´• condition, interference, droop and security.
11 Remove nose wheel and inspect ior condition.
la. Inspect axle for irregular wear
13 Remove nose wheel bearings, clean and inspect for rough spats and evidence of
overheating
lb inspect bearing cups ior pitting and scoring.
15 Pack bearings. (Refer to Maintenance Manual, Section VI.)
16. Reinstall nose wheel.
Electrical
Propeller
i. inspect propeller deicer brush block and slip ring assembly (ii installed) for canditian,
brush wear and security
2. Inspect propeller synehroniaer pick-up for condition and security.
1. Inspect generator inlet heat boot (ifinstalled) for condition, security and operation.
c.unar~l
t CAUTION
Ground operation of the generator inlet anti-icing
elements.
2. Inspect electrical wiring and connections for condition and security.

3. Cheek starter-generator commutator and brushes for condition, wear and pitting.
4. After installation, hspeet electrical connection for condition and security.
5. Inspect ignition bon and ignition system, electrical connections and security.
6 Inspect I?YI~ harness connectors for condition and security.
i. Inspect landing lights for condition and operation.

2 Inspect electrical components, wiring bundles and electrical connections ~or condition
and security.
Change 4 15-101
690
Ssotion XII1 MAINTENANCE MANIIAL
Inspections
CALENDAR INSPECTION PROGRPIM IMF.CH I INSF
Chec~ ~1Al"
Flight Statbn
1 Inspect overhead switch and circuit brealier panel for security and electrical wi,´•e
bundles and connection for condition and security.
2. Inspect instrument panel. electrical wire bundle and connections far condition and
socurity.
Papsengsr Compartment
i. Inspect instruction, reading, noor and overhead lights for condition, operation and
security
Rear Fuoelage and Empennags
1 Inspect navigation light for condition and operation.

2 Inspect nnti-coilision lights for condition and operation.
3 Inspect strobe light for condition and operation.
4. Remove batteries and replace with servicable units.
5 Inspect radio racks, avionics equipment and mountings far security.
6. Inspect battery vents for condition and security.
7. Inspect battery connections for condition and seeul´•ity.
8. Inspect generator control units and wil´•ing for condition and security.
a inspect DC contractor bolt and wiring for security and evidence of shorting
LO. Cheek thermal overheat switches for operation and check annunciator lights for
illumination
NOTE
Check each switch individually.
1. Inspect navigation light for condition and operation.

2. Inspect strobe lights for condition and operation.
3. Inspect wing inspection lights for condition and operation.
4. Inspect aileron trim tab actuator and security, condition, electrical connections and
operation.
Landing Gear
inspect nose gear micn, switches and wiring for condition and operation.
2. Inspect main gear micro switches and wiring for condition and operation.
3. Inspect ground contact switch for security (left gear only).
4. Inspect taxi lights lor condition and operation.
5. Inspect wheel well electrical wire bundles for condition and security.
13-102 Change 4
690
hl;i~cetrans
CALENDAR INSPECTION PROGRAM MECH
Inetrumsnts
Flight Statlan
i. Inspect instrument panels. Ehockmounts, notices, and placards for condition and
security.
2. Inspect instrument hoses for condition and security.
3. Inspect all instruments and lighting for condition and security
4. Inspect autopilot control bead electrical connection far condition.
Cheek altimeter operation. condition. security and C~eld barometric pressure against
8eld elevation.
i. Checlr static lines fordrainage.

2 Inspect pitot tubes for condition
i. Inspect rudder and elevator autopilot servos for condition and security.
a Inspect rudder and elevator trim tab position transmitter for condition and operation
3. Inspect aileron autopilot servo for condition.
Inspect flap position transmitter for condition and security.
i. Inspect oxygen cylinder lines and connectors for security
6. Inspect oxygen preaaure regulator for condition.
7. Inspect oxygen regulator control lever for safety wire in ON position
1 Inspect aileron trim tab position transmitter far operntlon.
Change 4 15-103
690
s.~ti.. xm MAINTENANCE MANUAL
inspections
Check
Carry out external and internal inspection of the airplane ensuring ti~ut all access
panels, cowlings and covel´•s are secure.
Check windows and windshields are clean and free ham defects
Choclr static wicks ~or security (ifinstalled)
Ensure airplane interior and exterior a,´•e clean.
Check central locks, pitot and engine covers are installed as required
Check all airplane documentntlon is present, ie airworthiness eerti8eatc, night

mamlal, radio license ore current
Ensure night log (il;ipplieable) is updated to renect latest maintenance and current
Ensure maintenance log (if applicable) is updated and that lifo item changes have been
recorded and carry lor~vcrd defects, etc., are noted.
Ensure inspection certification is completed
cnurloN
Operation of the airplane, an the ground or in

night, shall be aecon,plished in accordance witli
the spplieabie Airplane lilight Manual.
Hun engines and check for leaks etc. Check oil level on shutdown.
Cheek electrical genol.otian during E’D"nd run, obsel´•vo load share and baltery ehalpo
rate.
CliecB Hydraulic System functioning
Check operation of night controls
LS-lO.l Cilange 4
690
MAINTENANCE MANVAL Section X1I1
Tnapeetions
*011

ON EACH DETAIL.
C0)0;1:
D
F
i, G
ijls~NH K
M
o
nPPLlcnrlON
IPrCIPICP~TIONS FIND TYPI O~ LUBRIC~TION
SYMBOL
HAND PACK MIL-G-81322A AIRCRAFT GREASE OR EQUIVALENT.
ZIRK OUN MIL-G-81322A AIRCRAFT GREASE OR EQUIVALENT.
(HF)
CLOTH WIPI MIL-H-5608 HYDRAULIC FLUID.
DISPINIIR DOOR EASE (STICK FORM).
DISPINSER FLAKE GRAPHITE
011 CIN GENERAL PURPOSE SAE 10W OIL.
APPROVED OILS: AeFrigeration Unit (boot strap)

~PLR
011 C*N MIL-L-78o8 IF OPERATING IN EXTREMELY

COLD CLIMATES COMMERCIAL EqUIVALENTS CAVTION
ARE ACCEPTABLE.
DO NOT MIX BRANDS

OR TYPES OF OILS.
Figure 13-18. Chllrl ISheel I ol 5)
Chanye 4 13-105
690
SodinaX1IL MAINTENANCE MANVAL
Inspoetiana
A NOSI LANDING GIAR AND B NOSI GI*R DoORS

UPPII DRAG BRACI
d
ii
dD~r. I "d
I
’i
-t
L,ii
~v"’
[r
r (s PLS)
(HF) DAILY
too Houns
100 HDURS
si 200 HOURS OH
[Y 100 HOURS
WEEN WHEEL
ISPIEMOVED
lbl
C CONTROLCOLUMN IIFVITOR TOROUI 1UBBI
-Y1
J ii.i
~ruk´•-
´•i
g SOOAOURS
500 IIOUBS
g 500 HOURS
)II )II
Figure 13-18. Lubrirolion Chorl (5hesl of 5)

13-108 Chanee 4
690
MAINTENANCE MANUAL section XIII
Inspections
D oraa-r~nP CONTROL I E RUODEI BI~KE PEOLII
rY (la pLS)
lr
3
111i! 9s;
)c‘ ,tr
0( k´•i’O
(y100 HOURS
(ICAS REQUIRED 1) I~ I -----~iiP
G cnelhll)OOR
F ssnr nnEcHnhllsM
(ePLsi
PLS)
YOll
LUBRICATE DaOR SEAL
"a 6
WITH SILICONE BASE
´•’h LUBRICANT (AS REQD)
100 HOURS
AS REQUIRED
500 HOURS
AS REQUIRED ´•C 500 HOURS
1111~*
72
Fi(lu~s 13-18. Lubric.lion Ch.rl (Shset

3 ol 5)
13-107
Change 4
690
S8ction XIII MAINTENANCE MANUAL
[nsl,ections
H BAOG*OE COMP~RTMENT DOOR I I FNGINI SICTION (CONTROLI/
1
a
´•r AS REQUIRED
AS WOll
REQUIRED
LUBRICATE ALL
g AS RE9UIRBD
I: (Y AS REPU(RED
AS INDICATED
17 Ip
J MAIN L*NDINO OIPIR K MAIN LPINDINO OI*R DOOR
1"1’ ii
C
~--;yp;T
(HF) DAILY
200 HOURS OR
WHEN WHEEL
IS REMOVED
too sows
[jC 100 BOURS
(r lo0 HOURS
Figure 13-18. Lubli.afion Chort (Sheel 4 ol 5)
19-10R Chan~o n
690
MAIWTENANCE MANUAL SeelionXIII
Inspections
L OQ*RUPLOCK IM RBRIO~RATIONUNI1
.*i
!L I~
j;rijl 8:f~rY ´•1~´•i-;
:1
a X
a 100 HOURS *il 25 HOURS
It
1~
N CLP1MSHELLDOORS I O RUDDIR *ND ILEV*TOR TRIM

T*8 M6CH~NISM
4
It
I’; r
u~
a 200 IIOURS
(j1100 HOURS Q 200 HOURS
Ibl)
~igure 13-18. Lubri~.lion Ch.rt (Iheel 5 .f 5)
Ghange 1 13-109
690
SecMon XIII MAINTENANCE MANUAL
Inspootiona

TPE331-5 ENGINE
(IEN. LOAD LESS THAN A ~MPS. 21(K BENOIX MNTAOLLER
BLEED AIR "ON"
MI\X. REBIDU*L ITT 3000 C IPRIOR ENBINE START)
252KJ
2S4K
WOODWARD CONTROLLER
SrARr irT (1480 C OIL PRESSURE

70´•120 PSI IINILIOHTI
NORMAL I~T 826 C 40 PSI IDLE IMINI IBROUND).
SIN L.
8iN A. O.A.T. DATE
OPERATOR ALT. A/C NO.-
OPERATION I POS. CIL I POS. PIL I RECORD DATA
INI). INII slectrical Pawal
NTS Lookout I L P.I. Unfaamar pume an, dopro~ and hold NT~ tart twitch
NTS illhf on: PIL to Ond. Idle.lilht out. PIL to Pit. Idle.
light on. Relaau NTS tall
Oblarua Starter DuN Dlel. Limitl L F.I. R"O"I nddual ITT II pat ITT durig lfam
Ac~´•l´• time Sn.l L.~:R.
Start Enlina ILlmlt 1140" C ITTI
Rnord f,om dla in ITT to 70* RPM IBandix)
NTS Functional I L F.I. NTS lilt out e. angin..r.ntl. NTS liet

bn at appmxima*Y 201(. man out.
IDEAL OIL I OIL

RPM Wt IrT MPITO
RPM PRESS I TEMP
OSO Dndix 131.5 -101.SX I H M*X. L Prapon ioct. 101.0 to 106.013(1*n.l

_
Woodward 103.0 ´•10S.M( Nauar exmad 10BX

R._ I I
105.5´• 108.0 II mol. mlx.l
Rllht ld1a Fuel Flow H F.I. Ground chat only. FIICf talf
Irropl~nlockd R._ ´•djua par pilot
L in(tNation.
US(IL I L G.I.
la I L.
laad taward _
,,.IOPPH R´•-
UBO R~at ChkX I L I (1.1. I 801(

L._
BPPlllbl´• 252K LL 254K to lf-2´•SI R._
anplnalonlyl REY.
UI(IH I H B´•l, 8a.5X I L. _
IoldtoWar(l
(+0.61 1 R_
leu. 10PPH
’POn IIL´•onl n ramp 10OX

L~_
";~P"" 1 1’0.51 1 R.~
´•POL
IO~HP ’1 83~611 Lc_R.
sOX´•BO~ 84.5X
Oov.SaparatlonCha* Raducs 8.1. Donot

L.-
to loadmwad axcsad
R´•
BBX I nv.lO PPH 1 83.01(
REV.H I H REV. I MIN L._

SEX I R.
HP Limiter H P.I. I I I DROP HP limlfar fnt twitch deprnl.

L. RPMNYf dacraa~a ralaa~s twitch.
R._ I RPMIWI inmlla
Shutdown I L I O.1.
OPsrata at o.l. S mlnuta
Shutdown I L E.I. Stroke C/L to teather tual llol to

0110 prior to prop goin8 to f8l1h~tr.
’N.aal ~pemig oil impentun 700 60 C f Do not ´•x.sed sngins temp. limit. olc~
Figure 13-19. I.gins Olound Operll~ionol Che~L

13-11(1 Change 4
690
Inspections
Cheek "81"
Pre Inapsstlon Welkaround Check
Ch~ windcwa damage.
Cheek static wieke for condition (ifinstalled).
Cheek propsllers for damage.
Record defects for subsequent reetifieation.
13-111
Change(
690
Socliun XIII MAINTENANCE MANUAL
inspections
CP~LENOAR INSPECTION PROGRAM MECH. [NSP
Check
Pre Inspection Functiansl Checks
cnurlon

the applicable Airplane Flight Manual
Start and both

run
eng~ncs, record pummctlrs us rcrluired using engine,~un sheet
eontainod in inspection package.
NOTE

starts
Both generators on line. check load sharing.
Left generutor only on line, check load.
Kight generator only on line, cheek load.
Cheek hydraulic functioning by operating naps through lull range. Observe hydraulic
pressure.
Operate air conditioning system. Cheek far normal and maximum now and
Check propeller deicing system (ilinstalled), observe voltammeter.
Check stall and pitot heat systems. observe voltammeter.
Cheek wing and empennage dsieing boats (ifinstalled), visually observe operation
Cheek all aurnl wal´•ning systems.
Cheek internal liglits for correct operation, including cabin lights.
After engine shutdown, cheek for oil leaks and oil level.
Cheek auxiliary pump operation.
Check operation of outnow valve vacuum system
Cheek operation Lfull and free) of all night controls.
Cheek trim controls, mechanical and electrical
13´•112 Change 4
690
MAINTENANCE MANUAL Section XI[1
Inspection%
Cheek ~’B1"
i. Remove prop spinner, clean and inspect for condition.

2. Propeller blades Clean and inspect for condition and security, particularly nicks.
dents, gouges. corrosion and cracks.
3. Inspect propeller deice boots and wiring (LE installed) for condition. security and
Operation.
4 Inspect propeller for condition, security and oil leaks.
5. Inspect propeller hub assembly for oil leaks, misaiignment and cracks.
6. Check ail external nuts, bolt heads and sere~vs for secul´•ity ofiocking. Replace spinner
i. Remove or open cowling and access panels.
2. Inspect cowiing, fasteners, support ring and nacolie nose ring for condition, espeeiaily
seals.
4. Inspect exhaust assembly for condition and security.
5 inspect nuid lines and connections for leaks, condition and security.
6. Inspect engine mounts, mount brackets and mount bolts for condition and security
7 inspect controls for condition, security and rigging Check far correct travel and
freedom of movement Lubricate rod end bearings as required.
8. Remove oil filter. inspect far contnminntion and metal particles. Fit new filter element
and new seel, cheek far security.
9. Fuel filter Inspect for eontamination, clean and install. ciieck for security. Paper type
filters should be discarded and replaced with new items.
10. Remove and inspect plenum drain valves for blockage and test for opening and closing.
11 Inspect accessaries and auxiliaries for condition, fluid leaks and security.
12. Remove tachometer-generator. Inspect spline for condition, lubncate and replace.
13. Lubricate hydraulic pump splines.
14. Inspect fuel solenoid valve fol´• leakage, security and proper rigging.
15. Inspect accessary drive ease far ail leaks.
16 Inspect oil cooler for leaks, security and condition of care
17. Inspect bleed air shutonand check valve for condit~an, security.
18. Remove starter-generator for electrical cheek. Clean (Shell 360 solvent) and inspect
shalt splines and engine drive splines far wear
19. Inspect starter-generator outlet screen for damage distortian and far adequate
20 Lubricate stnrter-generatar drive splines with grease (MIL´•0-21164) and install
starter-generator
22 Inspect compressor air inlet far foreign material, obstruction, damage and cracks in
epaxy paint.
object damage.
24. Kcmave and inspect magnetic chip detector plug and inspect for metal particles. Place
metal bar megnetic poles and check light on annunciator panel for illumination
across
Install magnetic chip detector plup and inspect far security
Change 4 13-113
690
Scctiah XIII MAINTENANCE MANUAL
Inspections
CALENDAR INSPECTION PROGRAM MECH. 1N9P
Cheek "B1"
26 inspect inlet sensors for condition and security.

16. Inspect fuel nolclcs and manifold assemblies for leakage and security.
27 Remove torque limiter Biter. Clean and inspect for cantamination and condition.
Replace and check for security
28 Remove and clean fuel now divider valve screen.
29. Remove fuel manifold purge system (10 micron Biter) clean, inspect, replace and cheek
for security.
SO. Remove rags and tools Eram all areas.
31. Install all eowling and access panels, check far correct fitting and security.
Airframe
Fuselage Nose (tnternal)
1. Clean outnow and safety valves.
Fuselage Nose (External)
1. Inspect fuselage skin for condition.

2. Inspect access doors and panels far candition and security.
Flight Station Bnternal)
1 inspect windshield and windows for condition particularly oracing and security. Check
condition of seals.
2. Inspect all
night Eantmls for freedom of movement.
3. Inspect rudder balance cables, pulley brackets, guard pins and turnbueltles for
condition, security and proper safety
4 inspect engine control levers for proper adjustment, Lacking, security and freedom of
movement.
5. Inspect cabin pressure controller, volume tank and solenoid valve for condition.
6. Inspect rudder brake pedal attach points for freedom of operation. Lubricate.
7. Inspect control column, rudder pedals, bralre linkage and rudder boots (if installed) for
condition and security
8. Inspect crew compartment area for cleanliness and condition.
night Statlan (Extsmal)
1. Inspect skin surface for condition and security.

2. Inspect windshield wipers for condition of blades, secunty and operation.
cnurloN

3. Inspect access dears and panels far eand~tion
15´•114 Change 4
690
Inspections
CILENDPIR INSPECTION PROGRPIM MECH. INSP.
Check
Passenger Companment (Internal)
i. Inspect seats, sent tracks, sent belts and adjusting mechanism for condition, operation
and security. Lubricate.
2. Inspect oxygen overhead panels for condition and security
5. Inspect cabin windows for canditian, pa~ieularly crazing and security.
4 Inspect emergency exit for secunty
5. Inspect cabin temperature sensing unit ibr condition.
6 inspect cabin area for cleanliness and condition.
7 Inspect access doors and panels for condition and security
Passenger Compartment (E*ernal)
1. Inspect fuselage skin for condition and security.

2 inspect cabin door hinges and step for condition and security and Lubricate.
3 inspect cabin door and locking mechanism far ease of operation, positive Locking and
4. Carry out main cabin door hayonet rigging inspection. (Refer to Maintenance Manual.
Section II.) Lubricate bayonets with door ease, door handle with flake graphite and
door seal with silicone base lubricant
5. Inspect dear seal for condition and security.
6. Inspect access daars and panels for condition and security.
1 inspect structure for condition

2. Inspect upper and Lower pulley cluster for condition.
4. Inspect flap master and primnry pulleys and connecting rod for security
5 inspect rudder and elevator trim tnb actuatars, chains, sprackets and nexible shafts for
condition and lubricate.
6. Inspect pressurilatian ducts for condition and security
7. Inspect refrigeration unit ibr:
a. Duets firmly connected.

6 Clamp tight and Lockwire intact
c. Check tubing duets for dents, kinks, bends and cracks.
8. Inspect bleed air pressure and nir conditioning ducting for condition of insulation and
’B’ nuts and hose clamps for security
9 inspect hydraulic lines and Eittings for condition and security.
10. Inspect wing nap actuator cylinder for condition and security.
11. Inspect nitrogen storage bottle for security.
12. Inspect deicing distributor valve far condition and security.
13. Inspect baggage campartment for general condition
14. Inspect heater and installation Ear condition, operation and security.
15. Check rudder and elevator cable tensions
16. Inspect access door and panels for security.
Rear Fuselage and Empennage (External)
1. Inspect baggage compartment door attach paints and latch for condition and security.
2. Inspect fuselage skin surface for condition of pnint, carrasion and loose or missing
nvets.
3. Inspect vents and static parts for condition.
4. Inspect external power receptacle for condition.
Change 4 13-115
690
MAINTENANCE MANUAL
Inspectiun,a
Check "B1"
5. Inspect tail skid for condition ;md security. Inspect attach paints For security.
6. h~spect tail cone ior condition
7. Inspect harizontal stabili,er strul:ture for condition and security. Inspect attach points
far security. Perform "squoo*o´•~ test as outlined in Section II
8 Inspect elevator structure for condition and security.
9 inspect elevator hinge point? fol´• condition and security.
10. Inspect elevator trim tab and attach paints Lbl´• security
11 Inspect vertical slabili~er structure for condition and security. Inspect attach paints far
security. Perfarm test as outlined in Section II
IZ. Inspect rudder struetul´•o for condition and security.
13 inspect rudder slot and tab boats (if installed) For condition, security and operation.
14 Inspect rudder hinge points for condition and security. Imbriente hinge points.
18 Check rudder and elevatol´• trim tab iree play. (Kefer to Maintenance Manual, Section
YII.)
18 Inspect rudder trim tab and attach points For security.
17 Inspect emponnage deice boots (if installed) for condition and security.
18 Inspect static dischargers tiir condition and security
19. Inspect access daols and panels for condition and security.
Wings (Internal)
1 Inspect aileran bollcrank, push-pull rads, cables and attachment far security and
condition. Check cable tension
2. Functionally check, the fuel shutoff valves.
5. Inspect nap drive pulleys, push-pull rods and control cables for condition and security.
Wings (External)
1 inspect wing, flap and aileron al~in for condition and.seeurity. particularly iar signs of
fuel leaks under wing
2 Inspect vents and drains ior condition and proper positioning.
5. Inspect feel filler cap far condition and security.
4. Inspect deice boats for canditian and security
5 Inspect wing tip fur condition and security.
ii. Inspect aileron hinge points for condition and security.
7. Inspect aileron trim tab hinge points for condition and security. Lubricate hinge
paints.
8. Check aileron trim tab free play. (nefer to Maintenance Manual, Section VII.)
9 inspect flap attach points far canditian and security and wear at hinges.
10 Inspect flap trailing edge Ear evidence of improper adjustment.
11. Inspect static dischargers for condition and security
La Inspect access doors and panels for condition and security.
Nscelleo
1. Check nitrogen storage bottle pressure (426-525 psi) 476 psi desired. Inspect filler
valve and gauge far condition.
2 inspect fluid lines for condition and security
5. Inspect structure ibr condition, security and evidence of gear interference
4. Inspect main gear door and linkage For correct adjustment, condition and security.
5. Inspect uplock moehaniam For broken cxtonsion spring, hydraulic leaks, wear at upluck
arm slot and lubricate
a. Inspect clam shell door fol´• condition, carrect ndlustmonl, security and lubricate
13-116 Change 4
690
inspections
CALENDAR INSPECTION PROGRAM I MF:CH. I INSF.
Cheek "81"
7 inspect daar control valve, priority valves and cylin~lel´•s ibr eandition.lnd security
8 Inspect the following left naceile hydraulic components for eonditian and Geeurity.
a Hydraulic reservoir
b Thermal pressure relief valve.
c Auxiliary hyl´•nuiie pressol´•e switch.
d Hydraulic accumuintorire~ulator.
e Auxiliary hydraulic pump
9. Service hydmulie reservoir and aeeumulator/regulotor

10 Functionally cheek the hydraulic *hutonvolve.
ii. Inspect access doors and panels far condition and security.
Landing Gear (Main)
1. Inspect landing gear truss far condition, security and lubricate mounting pins
3. Inspect strut far condition.
4 inspect drag brace for wear at attach points, security and lubricate.
Inspect retraction cylinders for condition, security at attach points and lubricate.
6. Inspect scissors and bearings for canditlon. security and lubricate.
8 Inspect wheel half retaining bolts far looseness.
9. Remove main wheel bearings, clean and inspect for rough spots and evidence of
overheating.
10 Inspect bearing cup far pitting and scaring.
L1 Pack bearings. (Refer to Maintenance Manual. Section VI)
la. Inspect brake discs far condition, dishing and wear limits.
13. Inspect brake Linings far wear limits.
14. Inspect brake housing far condition
15 inspect brake Lines far condition and security.
16 Install main wheels and inspect for security.
Landing Gear Nose
L. Inspect scissors and bushings for condition, security and lubricate.

2 Inspect drag brace for condition. security and lubricate.
3. Inspect drag brace bearing support structure for condition, security and loose or
missing rivets
4 inspect trunnion fittings for condition
5 inspect actuating cylinder for condition, security at attach points and lubricate.
6 inspect bungee spring for condition and security at attach points.
7. Inspect steering cylinder for condition and security.
3. Inspect fluid lines and connections for condition and security
B. Inspect nose gear door mechanism for condition, security, alignment and lubricate
10. Inspect nose gear doors and structure for condition, interference, droop and seeurity.
11 Aemave nose wheel and inspect for condition.
12. Inspect axle far irregular wear.
Change 4 13-117
690
fieotionXrn MAINTENANCE MANUAL
Inspections
CALENDAR INSPECTION PROGRAM MECN INSP
Cheer "81"
13 Remove nose wheel bearings, clean and inspect for raugh spots and evidence of
overheating.
14. Inspect bearing cups far pitting and scoring.
15. Pack bearings. (Refer to Maintenance Manual, Section YI.)
16. Install nose wheel and inspect Ear security.
Electrical
Propeller
1. Inspect propeller deicer brush block and slip ring assembly (if installed) for condition,
2. Inspect propeller synchronicer pick-up for condition and security
1. Inspect generator inlet heat boot (ifinstalled) for condition, security end operation
~I
cnurloN
Ground operation of the generator inlet anti´•ieing

system (if installed) far longer than ten (10)
elements

8. starter-generator commutator and bushes for candition, wear and pitting.
Check
4. After installation of starter-generator, inspect electrical connection for condition and
security.
5. Inspect ignition ban and ignition system, electrical connections and security.
6 Inspect I1T harness connectors for condition and security.
Fuselage Nose
1. Inspect landing lights for condition and operation.

and security.
Flight Station
1 Inspect overhead switch and circuit breaker panel for security and electrical wire
bundles and connection for condition and security.
2. Inspect instrument panel, electrical wire bundle and connections for condition and
gecurity.
Passenger Compartment
Inspect instruction, reading, floor and overhead lighis for condition, operation and
security.
19.118 Change 4
690
MAINTENANCE MANUAL
Inspections
CALENDAR INSPECTION PROORP1M MECH. [NSP.
Check "81"
1 inspect navigation light for condition and operation.

2. Inspect anti-coliision lights for condition and operation.
3 Inspect strobe light for condition and operation.
I Remove batteries and replace with serviceable units.
d hlspoel radio racks, avionics equipment and mountings for security.
G Inspect battery vents fol´• condition and security
7 Inspect battery connections for condition and security.
B Inspect peneratar control units and winng far condition and security.
g inspect I)C eontactor box and wiring for security and evidence of shorting.
1 inspect navigation light far condition and operation.

2 Inspect strobe lights far condition and operation.
5. Inspect wing inspection lights for condition and operat~on.
4 Inspect ailel.nn trim tab actuator for secunty, condition, electrical connections and
operation.
Landing Gear
i. Inspect nose gear micro switches and wirblg for condition and operation.
3 inspect ground contact switch fol´• security. (Lcft gear only).
4. Inspect taxi lights for conditian and operation.
a. Inspect wheel well electrical wire bundles far condition and security
Instruments
Flight Station
i. Inspect instrument panels. JhocLmounts, notices, and placards far condition and
security. (Natices and placards for Legibility.)
a Inspect instrument hoses for condition and secul´•ity.
4. Inspect autopilot control head electrical connection for condition.
a. Cheek altimeter operation, condition, security and field barometric pressure against
Aold elevation
Fuselage Nose
1. Check static lines for drainage

2. Perform static pressure check
3. Inspect pitot tubes for condition.
Change 4 13-119
690
Seetinn XII1 MAINTENANCE MANUAL
Inspections
CPILENDPIR INSPECTION PROGRAM MECH INSP.
Check "81"
1 inspect rudder and elevator autopilot servos ~or condition and security.
2 inspect rudder and elevator trim tab position transmitter Lr condition and oporation.
3 inspect oileron autopilot 3011´•0 Fo,´• condition.
4 inspect nap position trunsmitter for condition and security.
5. Inspect oxygen cylinder lines and connectors for seeul´•ity.
6. Inspect oxygen pressure regulator for condition.
7. Inspect ouygen regulator control lever for safety wire in ON position.
1 inspect aileron trim tub position tl´•anamitter ibr operation.
1.1-120 Change 4
690
MAINTENANCE MANUAL SectionXTII
inspections
CALENDAR INSPECTION PROGRAM MF.Cn. INSF.
Check "81"
panels, cowiings and covers are secure
Choclr windows and windshields al´•e clean and flee hem dolets.
Check tire pressures appear nannnl
Check strut extension appears nannsl
Check static wicks For security (ilinstalled)
Ensure airplane interior and extenar are clean.
Cheek all airplane dacumentalion is present, i.e airworthiness eertilieate. night

manual, radio license are current
Ensure night log (iP applicable) is updated to renect latest maintenance and current
airplane hours and cycles
Ensure maintenance lag (if applicable) is updated and that life item changes have boon
recorded and carry forward defects, etc, are noted.
Ensure inspection certificution is completed.
Tz~l
cnurlou
Operatian of the airplane, on the ground or in

night, shall be aceampiished in accordance with
the applicablo Airplane Flight Manual
Nun engines and checl~ for leaks etc. Check oil level on shutdown.
Check electrical generation during bn´•ound run, observe load share and battery cliarge
rate
Check aydraulie System functioning
Check operation of night controls
Change 4 19-121
690
SectisnXIII MAINTENANCE MANUAL
Inspections
YOll
ON EACH DETAIL.
DEF
i G H K
r;\ N
O
APPLICATION
SPICI~ICPITIONS FIND rYP6 01´• LUBRICATION
SYMBOL
HANO PACK M1L-0-81322A AIRCRAFT GREASE OR EPUIYALENT.
ZPRK OUN MIL-G-81322A AIRCRAFT GREASE OR E9UIVALENT.
(HF)
CLOTH WIPs MIL-H-5608 HYDRAULIC FLUID.
DISPINSIR DOOR EASE (STICK FORM).
DISPINSER FLAKE GRAPHITE
011 CAN GENERAL PURPOSE SAE 10W 01L.
APPROYED OILS: Refrigerallan Ullit (boot strap)

’(Y ~k"’""
011 CAN M1L-L-1808 IF OPERATING hi EXTREMELY
C~UTION
ARE ACCEPTABLE.
DO NOT MIX BRANDS

on TYPES OF OILS.
figure 13-20. LubriIlllion Chllrt (Shssl I o~ 5)
13-122 Change 4
690
MAINTENANCE MANUAL SeetionXIII
Inspections
A NOSE LANDING GEAR FIND B NOSE GEAR DOORS

UPPER DRAG BRACI
II
IinC´•Li"
Ir
,;iY’
(Hrl
a~-? (8 PLS)
´•"/_li~ (HF) DAILY
gSRUOH
too
100 HOURS
zoo HOURS OR
WHEN UIHEEL
g 100 HOURS
IS REMOYED
2L’ ’b’
C cohlrnol co~umN EICV L~Oll ~OPCIUC ILlBEI
´•I/
C~
a
-ir"i´•
PaJ´•´•´•
i
g 500 HOURS
500 HOURS
500 WOVRS
ii
)i I
figure 13-20. Lubri~.fion Chort (Iheel 2 ol 5)

13-125
Change 4
690
Inspections
D OI*R-~L*P CONTROL E RUDDIR BR~KE PID/\LP
dC (1( PI.S)
OC0, jo
i
i
[Y~ 100 HOURS
gAS REQUIRED
111(
F sEnr mrcHnuirm G cneiN DOOR
(e pW
,’i
M
rY L
PLS)
~"´•ai(4 *011
LunnrcATE Dooll SEAL

WITII SILICONE DASE
LunalcAN1‘ (ns aEQI,)
a 100 IIOUTLS
AS REQUIRED
Pieure 13-20. Lubri~.lion Chorf (Sheel 3 of 5)
13-124 Change 4
690
MAINTENANCE MANUAL Seeban XIII
Inspections
H 8*OG*G~ COMP*RTM6NT 000R I I ~NOINI SICTION (CONTROLS/
ill
g
r AS RE~UIRED
AS I(EQITIRED ~Ols
LUBRICATE ALL
ENGINE SECTION ly~REqUIRED

AS INDICATED
12 i 22 is
J mniN LANOINO OIAR K MP~IN L*NOINO 06*R DOOR
’i’Fl~pj-P/
I’I
3 1~
i_i
a
(HF) DAILY
4 IS REMOVED
tao HOURS
c~ 6u0aua
[r 100 HOURS
II) i
1( (I
~igvre 13-20. Lubrir~lien Chnrl (Shesl 4 91 51
Change 4 13-125
690
Seotion XIII MAINTENANCE MANUAL
Inspedions
L OIARUPLOCK M RITRIOIRP~TION UNIT
,~7\-
iii-i"
8:~
’f
rcr’
[r 100 HOURS *(r 25 HOURS
l(bl ,sl,
N CLAMSHELLDOORS O RUDDER FIND ELIVPITOR TRIM

TAB
u’
r s
(11 200 ~IOUI(S
ijl 10(1 HOURS 420~HOURS

1~1) I
~isure 13-20. Lubri~otion Chart IShest 5 ol 5)
13-126
Change 4
690
inspections
GROUND OPERATIONAL CnECK

TPE331-5 ENGINE ,,1,,,,,,, CONTROLLER
OEN LOI\D LESS THnN 50 1\1113.
BLEED /113 .DN´•l
M~X. RESIOUPIL ITT 302 C IPRIOR EN(IINE STI\RTI
252K
IbK j WOODWI\RD CONTROLLER
sram iTT 1149" C 70-120 PSI (INFLIOHT)

OIL PRESSURE
NORM~L ITT 8230 C 40 PSI IDLE IMIN) IGR(IUNO).
SIN L.
SIN R. O.I\.T´• DI\TE
OPERIITOR IILT. IVC NO.
OPERI\TION I POS. C/L POS. PIL I RECORD D~TI\
ING. INo elari.al Pourarl
NTS Loc~out I L I F.1. I pump on, dellre~ end hold NTS ts´•it twitch
NTS lighton: P/L to Dnd. Idle, light out. PIL to Pit. Idle.
light on. Relaare NTS tart iwiteh.
Ob~srvs Stansr Duty Cycle Llmitli L F.I. Record raridusl ITT 3 pes* ITT during ´•tans
~sl, time Ser;.r L. R.
Start Engine ILimit 11690 C ITTI
RkOld from rl~ in ITT to 55X 7Mb RPM (5andix)
NTS Functional I L I F.I. Oblarva NTSllght out a. angina crsnk~. NTS light
on st approximately 26X. than out.
IDE~L OIL I OIL

RPM Wt ITT SHPITO
RPM PRESS I TEMP
OSG Bendix 1M.I 105.51( H MI\X. Prop on iockl 101.0 to 1(15.0 130 leer.)
L_
Woodward 103.0 -105.01( I I I IR:_ Nauar axcaad 10SX
105.5 108.016 rscr, max.l
Flight idle ru, Flow H I F.I. Ground chael only. Flight tan
L I I;;;;;;:~I I lai~rstt. adjult pilot
IPropron Iock.) R._ par
Inrtrunian.
USGL 0.1.
L.
lo´•dtoward
10PPA R´•-
rev.
US~ Reret Chad L G.I. I gLp*

L._
la~pliubla262KB25’11( to (+2.E1 R._
anlinslonlyl REY.
USOH I H 0.1, gL6X I L. _
losdtoward 1~0.51 1 R´•

rev. IOPPA
´•POH ITabOtf) I H I Tamp 1001

L._
ortor9ue
limit
ItO.Si I R.
’P(IL I L IOOHP ’I 93.SX

L._
T[1 to
R.
SL~-BW( 1 84.6X
0oY.SoPerutionChaCk RdUIB B.I. Donot

L.
10 load tou~ld aXDaad
R´•
BSs( I ray. 10 PPH 1 53.51(
REV.H I H I REY. I MIN L.~

glX R._
H II. I I I DROP HP limiter ten rwitch deprer~.

HP Limitar
L. RPMNYf decreale relsrs luitch.
R._ I RPMIW1 Incrsau,
Shutdown I L I 0.1.
Oparats at (i.l.- 3 minuta~
Shutdown L I O.1, nrots CIL to f~thsr fusl flow to

i~ro prior to Prop going to teather.
’Nolm.l operating oil tempsrawn 750 ID C t Do not sxre~d enlina tamp.limit. ~II-I
figure 13-21. Ingine Olound Opsrolional CherL

Change 4 13-121
690
ScetionXII~ MAINTENANtE MANUAL
Inspections
CALENPAR INSPECTION PROGRAM MECH. INSP
Check "C1"
Pre lospectlon Wdkaround Check
Carry out external and internal inspection oi the airplane, noting signs of dnmogo,
usoge and obvious wear.
Cheek windows and windshields for obvious damage.
Chock tires for Wear.
Cheek datio wioku for condition (ifinstalledi.
Note condition of external point.
Record defects far subsequent rectification.
13-128 Change 4
690
Inspections
CALENDAR INSPECTION PROGRAM MF.CH.
Check ~’C1"
cnurlon
Operation of tile airplane, on tile brruuod or ill

night, shall be;lecolsplished ill nccardsnep with
the applicable ~irl,laer k’light Manual.
NOTE
Use Airplane Flight Maliual Checklist to perform

starts.
Roth generators on line, check Load sharing.
I.oR generator only on line, check load.
Right generator only on line, cheek load.
p’essure.
Operate sir eanditianing system. Check for normal and mauimum now and
Check propeller deicing system (ifinstailed) observe voltammeter.
Check stall and pitot heat systems. observe voltammoter.
Cheek wing and empennage deicing boots (if installed) visually observe operation.
Check all sural warning systems.
After engine shutdown, cheek for ail leaks and oil level,
Check auniliary pump operation
Cheek operation oloutflow valve vacuum system.
Cheek trim controls. mechanical and electrical,
Change 4 19´•129
690
SeotionXII1 MAINTENANCE MANUAL
inspections
CALENDAR INSPECTION PROORIM MECH. INSP.
Check "C1’~
I~
i. Kcmove prop spinner, clean and inspect for condition.
2. Propeller blades Clean and inspect for condition and security, particularly nicks,
dents, gouges, corrosion and cracks.
3 Inspect propeller deice boots and wiring (if installed) for condition, security and
operation.
4 Inspect propeller far condition, security and oil leaks.
5. Inspect propeller hub assembly for oil leaks, mii;alignment and cracks.
6. Check all eatemal nuts,boltheads and screws For security of locking. Replace spinner.
1 Remove or open cowling and access panels.

2. Inspect cawling, fasteners, support ring and nacelle nose ring far condition, especially
seals.
4. Inspect exhaust assembly for condition and security.
5. Inspect fluid lines and connections for leaks, condition and security.
6. Inspect engine mounts, mount brackets and mount bolts for condition and security.
7. Inspect controls for condition, security and rigging. Cheek for correct travel and
freedom of movement. Lubricate rod end bearings as required.
8. Remove oil filter and inspect for eontamination and metal particles. Fit new filter
element and newseel, cheek for security.
9. Fuel filter Inspect for contaminatian, clean and install filter, check for security.
Paper type filters should be discarded and replaced with new items.
10 Check operation (opening and closing) of plenum drain valves without removing
valves.
11. Inspect accessories and auxiliaries far condition, fluid leaks and security.
12. Inspect fuel solenoid valve for leakage, security and proper rigging.
13. Inspect accessory drive case far mi Leaks.
14. Inspect oil cooler for lealis, security and condition of core.
15. Inspect bleed air shutoff and cheek valve far condition, security.
18. Remove starter-generator for electrical check. CLean (Shell 360 solvent) and inspect
shaftsplines and engine drive splines far wear.
17. Inspect starter-generator outlet screen for damage distortion and for adequate
18. Lubricate starter-generntor drive splines with grease (MIL-G-21164) and install
startor-generator.
20. Inspect compressor air inlet for foreign material, obstruction, damage and cracks in
epoxy paint.
object damage.
22. Inspect inlet sensors forcondition and security
23. Inspect fuel nozzles and manifold assemblies for Leakage and security.
24. Remove and clean fuel now divider valve screen. Install fuel now driver valve screen
and cheek for security and leakage.

26. Remove fuel manifold purge system (10 micron filter) clean, inspect, replace and cheek
For security.
26. Remove rags and tools from all areas.
21. lnetalla~ eawllne and acasbpane~s, cheok~orcorrobfitt~ng and security.
13-130 Change 4
690
Inspections
CPILENDAR INSPECTION PROGRPIM MECH.
Chech
Airframe
Fuselage Ness (Internal)
1. Clean autnow and safety valves.

2. Inspect nose wheel well structure for condition.
3. Inspect power brake valves and lines for condition and security.
4 inspect rani air checir valves and ducts for condition and operation.
5. Inspect parking brake valve for condition and security
Fuselage Nose (External)
i. Inspect fuselage skin for condition.

2. Inspect secess doors and panels far condition and security.
Flight Station (Internal)
1 inspect umdshield and windows for condition, particularly crazing and security. Check
condition of seals.
2. Inspect all night controls for freedom of movement.
3. Inspect rudder balance cables, pulley brackets, guard pins and turnbuckles for
condition, security and proper safety
4 Inspect engine control levers for proper adjustment, lacking security and freedom of
movement.
5. Inspect eaMn pressure controller and solenoid valve for condition.
6. Inspect rudder brake pedal attach points for freedom alaperation. Lubricate.
Inspect control column, rudder pedals, brake linkage and rudder boots far condition
and security
8. Remove control column inspection plates, clean and Lubricate, inspect turnbuckles for
condition and security, install inspection plates.
9. Inspect crew campartment area for cleanliness and condition.
I. Inspect skin surface for condition and security.

2. Inspect windshield wipers far condition of blades, security and operation.
~?ainlohl
CAUTION I
Do not operate windshield wipers on a dcy

3. Inspect access doors and panels for canditian.
1 Inspect Rests, seat tracks, seat belts and adjusting mechanism for condition, operation
and security. Lubricate.
2. Inspect f?rst aid kits for condition, completeness of contents and security.
3. Inspect oxygen overhead outlets for condition, operation and security.
Change 4 13-131
690
s..~i.. xm MAINTENANCE MANUAL
Inspections
CALENDAR INSPECTION PROGRAM ~IIECH. INSP.
Check "C1"
4. Inspect cabin windows for condition, particularly craling and security

6. Inspect emergency exit for Beodom of operation, condition of seal, wear, cun´•osion and
lock mechanism for a secure engagement.
6 inspect cabin temperature sensing unit for condition
7. Inspect cabin area for cleanliness and condition.
Papoenger Campartment (External)
1. Inspect fuselage akin for condition and security.

2. Inspect cabin door hinges and step Pr condition and security and lubricate.
5. Inspect cabin door and locking mechanism for ease of operation, positive locking and
Inspect operation of door handle and bayanet extension. Ensure that all moveable
position (door bandle in the open position). If any bayonets appear to be unusually
short, perform cabin door bayonet rigging check. (Refer to Maintenance Manual.
Section II.)
5. Inspect door seal for condition and security.
6. Inspect secess doors and panels for condition and security.
Rear Fuselegs and Empennage (Internal)
I. Inspect structure far condition.

2 inspect upper and lower pulley cluster ibr condition.
3 Inspect control cables, turnbuckles and pulleys for condition and security.
i. Inspect flap master and primary pulleys and connecting rad for security.
5 Inspect rudder and elevator trim tab actuators, chains, sproeheta and nexible shafts
~ar condition and lubricate.
6 inspect pressurizatian ducts for condition and security.
7. Inspect refrigeration unit for:
a. DuetsBrmiy connected.
b. Clamp tight and iockwire intact.
c. Cheek tubing and ducts far dents, kinks, bends and cracks.
’I1’ nuts and hose clamps for security.
9. Inspect hydraulic lines and Bttinga for condition and security.
1U. Inspect wing nap actuator cylinder for condition and security.
II. Inspect nitrogen storage bottle for security.
12. Inspect deicing distributor valve (ifinstalled) far condition and security.
13. Inspect elevator push-pull rod ends for condition and security.
14. Inspect rudder torque tube for condition and security.
15. Inspect rudder travel stop pad and bolts for condition
16. Inspect elevator aft torque tube for conditian and security.
17. Inspect baggage compartment Ear general condition.
L8. Inspect heater sind installation for condition, operation and security
19. Inspect access doors and panels for security.
13-132
Change 4
690
MAINTENANCE MANUAL Section X111
Inspections
Chec~ "C1’~
Rear Fuselage and Empennalle (Exfernal)
1 Inspect baggage eampartment door attach paints and latch for condition and security.
2 Inspect fuselage skin surface for condition of paint, corrosion and lease rivets.
3. Inspect vents and static port for condition.
5. Inspect tail skid for canditian and security. Inspect attnci~ points far security
6. Inspect tail cone for condition
7. inspect harizantal stabilizer structure for condition and security. Inspect attach points
for security. Perform test as outlined in Section II.
8 Inspect elevator structure for condition and security.
9 Inspect elevator hinge points for condition and security.
10. Inspect elevator tnm tab and attach points for security.
11. Inspect vertical stabiiiser sh’ucture for condition and security. Inspect attach points for
security Perform test as autiinod in Section II
12. Inspect rudder structure for condition and security.
13 inspect rudder slot and tab boots (ifinstalled) for candltion, security and operation.
14. Inspect rudder hinge points for condition and security. Lubricate hinge points
15. Check rudder and elevator trim tab free play (Refer to Maintenance Manual, Section
VII.)
16 Inspect rudder trim tab and attach points for security.
17 Inspect empennage deico boots (ifinstalled) for condition and security.
1Y Inspect static diseharger8 Pr condit~on and security.
19. Inspect access doors and panels for condition and security
Wlngo (Internal)
i. Functionally check the fuel shutoffvalves
1 inspect wing, nap and aileran skin for condition and security, particularly for signs of
fuel leaks under wing
2. Inspect vents and drains for condition and proper positioning.
3. Inspect fuel filler cap far condition and security.
4 inspect deico boots (if installed) far condition and security.
5. Inspect wing tip far condition and security
6. Inspect aileran hinge points for condition and security.
7. Inspect aiieron trim tab hinge points for condition and security. Lubricate hinge
paints.
8. Cheek aileron trim tab free play. (Refer to Maintenance Manual, Section VII.)
9. Inspect flap attach points for condition and security and wear at hinges.
10 inspect nap trailing edge for evidence of improper adjustment.

ii. Inspect static disohargers for condition and security.
12. Inspect access doors and panels for condition and security
Neeelles
1 Check nitrogen storage bottle pressure (425´•525 psi) 476 psi desired. Inspect filler
2 Inspect fluid lines for condition and security.
3. inspect structure for condition, security and evidence of gear interference.
Change 4 13-133
690
MAINTENANCE MANOAL
lnspeetians
CALENDPIR INSPECTION PROOAAM MgCH. INSP.
Check "C1’´•
4 inspect main Bear door and linkage for correct adjustment, condition and security
I.ubricotehinge and linkage.
5 Inspect uplock mechanism for broken extension spring, hydraulic leaks, wear at
uplock slot and lubricate.

arm
6. Inspect clam shell door far condition, correct aBuatment. security and lubricate.
7. Inspect door control valve, priority valves and cylinders for condition and security.
B Inspect the following left nacelle hydraulic components for condition and security.
a. Hydraulic reservoir.
b. Thermal pressure relielvalue.
c, huxiliary hydraulic pressure switch
d. Hydraulic accumulatoriregulator
o Auxiliary hydraulic pump.
9. Servicehydraulic reservoir and seeumulatadregulntor.

10. ~unetionnlly check the hydraulic shutoff valve.
11. Inspect access doors and panels for candition and security.
Landing Gear (Maln)
i inspect landing gear truss for condition, security and Lubricate mounting pins.
2. Inspect trunnion retaining bolts for security
5. Inspect strut for condition.
4. Inspoct drag brace for wear at attach paints, security and lubricate.
5 Inspect retraction cylinders far condition, security at attach points and lubricate.
6. Inspect scissors and bearings for condition, security and lubricate.
Remove main wheels and inspect for condition
R. Inspect wheel half retaining bolts far loaseneas.
9 Remove main wheel bearings, clean and inspect far rough spots and evidence of
avorheat~ng.
10 Inspect boaNng cups for pitting and searing.
L1. Pnck bearings. i8efer to Maintenance Manual, Section VI.)
12. Inspect brake discs for eonditian, dishing and wear limits.
13. Inspect brake linings for wear limits.
14. Inspect brake housing for eonditian
16. Inspect brake lines for condition and security.
16. Install main wheals and inspect for security.
Landing Gear Naoe
1 inspect scissors and bushings for condition, security and lubricate.

2. Inspect drag brace for condition, security and lubricate
3. Inspect drag brace bearing support structure far condition, security and loose or
missing rivets.
4. Inspect trunnian fittings for condition.
6 Inspect actuating cylinder far condition, security at attach points and lubricate.
6. Inspect bungee spring for condition and security at attach paints.
7 inspect steering cylinder for condition and security.
8. Inspect fluid lines and connections for condition and security.
9. Inspect nose gear door mechanism for condition, security, alignment and lubricate
10. Inspect nose gear doors and structure far condition, interference, droop and security.
11. Remove nose wheel and inspect for condition.
12. h~spect axle for irregular wear.
15-154 Change ´•1

690
Inspections
CALEND*R INSPECTION PROORPIM MECII. INSP.
Chec~ "C1"
18 Remove nose wheel bearings, clean and inspect for rough spots and evidence of
overheating.
14 Inspect bearing cups forpitting and searing
15 Puck bearings. (Refer Manual, Section VL)
to Maintenance
16. Install nose wheel and inspect for security.
Landing Gear (Genersl)
i. Carry out landing gear operational check. (refer to Maintenance Manual, Section VI.)
Electrical
Propeller
1 Inspect propeller deicer brush block and slip ring assembly (if installed) for condition,
a Inspect propeller synchronizer pick-up condition and security
1. Inspect generator inlet heat boot (ifinstalied) for condition, security and operation.
cnu~loN
Ground operation of the generator inlet anti-icing

seranda may eauae permanent demege to
elements.

8. Cheek starter-generator commutator and brushes for condition, wear and pitting. This
inspection conjunction with Engine Schedule.

to be done in
4. After instaiiation, inspect electrical connection for condition and security.
5. Inspect ignition box and ignition system, electrical connections and security.
6 Inspect I~ barness connectors for condition and security.
Fuselage Nose
1 Inspect landing lights for condition and operation.

and security.
Change 4 13-135
690
MAINTENANCE MANVAL
Inspections
CALENDAR INSPECTION PROGRAM M&CB. INSP
Chech "C1"
1 Inspect overhead switch md circuit brraker panel RI´• security nod electrical wi,´•a
bundles und connection ~nl´• condition and security
a inspeel instrument panel, electricul wire bondlo and connections ibr condition and
Seciil´•ily
Passenger Campartmen!
1 Inspect inslioetion. reading, noor and overhead lights For condition, operation and
seclirity
Rear Fuselage and Empennege
I Inspect nuvi6ration light liir condition and operation,

a. Inspect anti-collision lights for condition and operation
8. Inspect strobe light for condition und operation.
4. Ren~ove batteries und replace with servicuble units.
b. II1spect rudio racks, avionics equipment and mountings far security
fi Inspect bstlery vents ibr candition and secul´•ity.
7 Inspect hattery connections for condition and
Liecurity,
H. Inspect generator wiring fol´• condition und security.
eantral units and
hlspect I)C contactor box and wiring ior srcurity and evidence olshol´•ting
LO. Remoue.lll electrical junebon hox covers and checlr for evidence of shorting, corrosion
and security.
II. Inspect inverters for condition and security.
1. Inspect navigation light far condition and operation

2 Inspect slrahe lights far condition and operation
5. Inspect wing inspection lights for condition and operation.
4 inspect aileron trim tub uctuator Ear security, condition, electricul connections and
operation.
Landing Gear
1 inspect nose gear micro switches and wiring for condition and operation
2 Inspect main gear micro switches and wiring Ear condition and operation
S inspect ground contuct switch for security, (left gear only).
4. Inspect taxi ligi~ts for condition and operation
6. Inspect whoel well electrical wire bundles For condition and security.
19-18(i Change 4
690
Inspections
CALENDAR INSPECTION PROORPIM MECII. INSF
ChseL
Instruments
1 Inspect instrumel~t panels, shochmounta. notices.and placards far condition and

security (Notices and placards for legibility.)
2. Inspect instrument hoses for condition and security.
4 Inspect aotopilot control head electrical connection Lr condition.
I Check nltimeter operation, condition, security and lield barometric pressure against
Beld elevation.
1. Cheelt static lines for drainage.

2. Inspect pitot tubes for condition.
1 Inspect rudder and elevator autopilot servos for condition and security
2 Inspect rudder and elevator trim tab position transmitter for condition and operation.
3. Inspect aileron autopilot servo for condition.
4. Inspect nap ppsidan tmnfimitter far condition and secority.
5. Inspect oxygen cylinder lines and connectors for security.
6. Inspect oxygen pressu’e regulator for condition.
7 Inspect oxygen regulator control lever for safety wire in ON position
1 Inspect aileron trim tab position transmitter tbr operation
Change 4 13-137
690
Sectian XIIL MAINTENANCE MANUAL

Inspections
CALENDAR INSPECTION PROGRAM MEca INSP.
Chec~ "C1"
Post Inspection Walkaround Checko
panels, cowlings and covers are secure
Check windows and windshields ore clean and free from defects.
Check tire pressures appear normal
Check control lacks, pitot and engine covers are installed as required.
Check all airplane documentation is present, ie, airworthiness certiBcate. night

Ensure night lag (if applicable) is updated to renect Latest maintenance and current
Ensure maintenance lag (if applicable) is updated and that life item changes have been
recorded and carry forward defects, etc, are noted.
Ensure inspection certiticatian is completed
Post bspectlon Functional Checks
cnu~lon

Run engines and check for leaks etc. Check oil level an shutdown.
rate.
Check operation of night controls,
13-158 Change 4
690
MAINTENANCE MANUAL Seetian XIIL
Inapeetlons
*OIT

ON EACH DEIAIL.
J L
A d i:
DeF o ~KM
APPLICATION
IPTClflCPlrlONS AND T*PI O~ LUBRICPITION
SYMBOL
g
HAND PACK MIL-0-819a2A AIRCRAFT GREASE OR EQUIVALENT.
ZsRK OUN MIL-O-B1SIIA AIRCRAFT GREASE OR EQUIVALENT.
(HF)
CLOTH WIPI I MIL-H-5808 HYDRAULIC FLUID.
DISPTNI(R DOOR EASE (STICK FORM).
DIIPINS~R FLAKE GRAPHFE
rY
011 CAN GENERAL PURPOSE SAE 10W OIL.
APPROVED OILS: ReIrigeratlon Unit (baot strap)

PER
~kL
011 CAN MIL-L-1808 IF OPERATING IN EXTREMELY
COLD CLIMATES COMMERCIAL IPUIYALENTS CAU1ION
ARE ACCEPTABLE.
DO NOT MU( BRANDS

OR TYPES OF OILS.
~ieure 13-22. Ch~rl (Iheet 1 of 5)
13-139
Change 4
690
Soctian XIII MAINTENANCE MANUAL

[nspectiooa
A NOII LP.NOINO OIAR ~ND B NOII OE*R DOORS

UPPLR PRAO BRACI
,1_
’i
y;"
ry
(3 PLS)
ii
i~
(HFI
(H F,
-YY
1~
i, A~ too HOURS
too HOURS
zoo HOURS OR
100 HOURS
Q WHEN WHEEL
IS REMO\IED
1’
C CONrROLCOLUMN ILIV~TOR TOROUI TVBEI
ry
I
r~il ~J
g 500 HOURS
500 HOURS
iC 500 HOURS
ii I
13-22. Lubri..fion Chsrl IBhs.t i of 5)
13´•140 Cbnnge 4
690
Inspectionl
D GLPIR-~LAPCONTROL E RUDDLR BRI\KI PIDI\LS
rY (14 PLS)
0(
0(
O c
9
100 HOURS
~AS REQUIRED
F G cnslnoooa
srnrmlcHnNlsM
X
(0 PLS)
g
(4 PLS)
no~l
LUBRICATE DOOR SEAL
’r
WITH 61LICONE BASE
LUBRICANT (AS REQD)
I 100 HOURS
AS REQUIRED
,500 HOURS
I AS REQUIRED ~500 HOURS
111, i 12 1111
Pigu~e 13-22. Lubri~stion Ch.~t i)hael 3 al 5)
Change 4 13-141
690
Soo~ien XI11 MAINTENANCE MANUAL
Inspeotiana
H 8AGGAGI COMPARTMINT D00r( I I TNOINT SICTION ICONTROIS)
i I ~6Cp
´•r AS
a
REQUIRED
AS REQUIRED *QII
LUBRICATE ALL
[y CONI(EC~ONB IN
ENOINESECTION dg RBQUIABD
AS INDICATED
J MAIN LANDING OTAR K MAIN LANDING 06*R D00R
(HF) DAILY
9 rs REMOYED
tao HOURS
d
(r 100 HOURS
lb II
~ieure 13-22. Ch~rf (Iheef ~1 5)

Change 4
13-142
690
Inapectiona
L orna UPLOCK M RII´•RIGERATIONUNIT
CF
´•e
T ´•lr
rY
1
g
g 1(II) HOURS *~Y 25 HOURS

It
lid
N CLPAMIHILLDOORS
O RUDD6R *ND TlrVP~TOR rllM
TAB MECH*NISM
3
a,
(i
g UJu~
200 HOURS
g 100 HOURS
g 200 HOURS
)i II
Figure 13-22. Lubri..lion Ch.rf (Shett 5 ol 5)
Chonge 4 13-143
690
Scetion XI11 MAINTENANCE MANUAL
In%peelions

TPE331-5 ENGINE
aEN. ~ono LESS TH~N 50 ~MPS. 251K BENPIX CONTROLLER
BLEED ~IR (IONI´•

MltX RESIDUAI ITT30~ e IPRIOR ENG(NES~RTI
252K~
2YIK
WOODW~RD CONTROLLER
smRI iTT 1118" C OIL PRESSURE

10-120 PSI IINPLIGHTI
NORM*L ITT 9230 C 90 PSI IDLE IMINI IOROUNDI.
SIN L.
SIN R. O.~.T. __
DI\TE
OPERI\TOR I\LT. *iC NO.
OPER~TION I POS. C/L POS. PIL I RECORD DliTn
IND. INo slsotrical Powerl
NTS Lockout I L I F.I. Unteather pump on. depre~r md hold NTS te,t ruit~h
NTS light oni PIL to Ond. Idle. light out. PIL to Fit. Idle.
light on. Rdsao NTS tar rwitd.
oa.ns starter OuN RBCord r~idu.l ITT L* peak ITT during ~itan,
Cycle Limi. FI.
~ccsl, time Soo.~ L.~: R._
Start Enlina ILimit 11190 C ITT1
Reeord from rile in iTT to ssl RPM IWo.ua~i IIP~ RPM 18endix)
NTS Funr;tional I L I.I. Ob.Ne NTS light out ar angine crsnl.. NTS light
on st spproximnsly 2516. then out.
IDEAL OIL I OIL

RPM Wf ITT SHPITO
RPM PRESS TEMP
OS(i Bandix 1~.5 105.1% H M~X. Prop on i..k. 101.0 to 105.0 (20 rea.l
L_
Woodward 1~3.0-ID50X
n._ I INausr exceed IOBli
105’ -~OBD (5 lan, ma*
Flight Idle FueI Flow H F.I´• L´•

I;;;=nul I IGround.he.k only Flight telt
IProp~ on Ioekll R._ ´•dlua per Pilot
L InltlUEtion´•
USOL 0.1´•
L.
I~dtOWBld
rev. IOPPPI R´•-
UsG Reret Cheek I L I ~.1. I 8016

L.~
lappllubls2521( 8~ 251K ro 112.51 R-_
anginranlyl REV.
USQH I H I 1 88.6% L. _
loadtouard lt0.5) I R´•

reu. IOPPH
ITakeoffl I H I Temp IOLIX

L._
D’tonlYB
limit
ifg.SI R-_
I
’PBL L
IO~nP ’I 93mSX L~_
611~-801 91.516
Gou.SspsrsfionChsEh Redoca GI. Donul

L._
to load toward axosed
R´•
I rev. 10 PPH 83.5.
REV.H I H REV MIN L~_

9596 R.~
HP Llmlfer H F.I´• I I I DROP HP limiter tart twitch
I
Normal Shutdown I L I G´•l´•
Operate at GI.- 3 minufai
Emergency Shulown L G.I. Stroke CIL to leather fuai flow to
~o ra\si to piop ~ng to
’Normal operating oil tamperature 750 5" C t Do not exeeed Pngine temp.limit.
figure 13-23. InBine Olound Operationol Che~L

L3-144 Chani(o 4
690
MAINTENANCE MANUAL
Inspeolions
CALENDAR INSPECTION PROGRAM Mg(:l~.
Check "D1"
Pre Inspectlan Walkaround Check
I11 dillllileP,
Caryv out external and internal inspection of tho hirplune. notiilg (iiglll
usage and obvious weer.
Check windows and windshielda ior obvious daniace.
Check static wicks for condition (if installed)
Cheek propallera for damage
Record defects for subsequent rectification
Change 4 13-146
690
Scetion XIII MAINTENANCE MANUAL
Inspections
CALENDAR INSPECTION PROGRAM MICH, LNSP.
Check ~’D1"
Pre InSPsEtllm Funollnnai Chtaks
r C~li(XYI
CAUIION

Start and run both engines, record parameters as required using engine i´•an xllcet
HOTE

starts.
Both generators on line, check Load sharing.
Left generator only on line, check lend.
night generator only on line, check load.
Check hydraulic functioning by operating naps through full range. Observe hydmulic
pressure.
Operate air conditioning system. Cheek for normal and malimum now and
Check propeller deicing system (ifinstalled), observe voltammeter.
Check stall and pitot heal systems, observe valtammeler.
Cheek wing and empennage deieing boots (ifinstalled), visually observe operation.
Check internal lights for correct operation, including cabin Lights.
Check operation olground blowers.
Cheek auniliary pump operation.
Check operation o(outnow valve vacuum system.
Check operation (full and free) of 8LL night centrals.
Cheek trim controls, mechamre\ and electrical.
15-146 Change 4
690
Inspections
Check "D1"
Propeller
1 Remove propeller spinner. clean and inspect for candition

2 propeller blades Clean and inspect for condition and security, particularly nicks.
dents, gouges, corrosion and cracks
9 Inspect propeller deice boats and wiring (if installedl for condition, security and
operation.
n inspect propeller for condition, security and oil leaks. Check propeller seals
5. inspect propeller hub assembly far oil leaks, misalignment and cracks.
6. Check all external nuts, bolt heads and scrows for security of lacking. Replace spinner.
1. Remove or open cowling and acecss panels.

2. Inspect cawling, fasteners, support ring and nacelie nose ring for condition, especially
seals
3 Inspect inlet nose ring for condition and security
air scoop and
4 inspect exhaustassembly for condition and security.
5. Inspect nuid lines and connections far leaks, condition and security.
6. Inspect engine mounts, mount brackets and mount bolts for condition and security.
7 inspect cantrols far condition, security and rigging Check for correct travel and
Freedom of movement. Lubricate rad end bearings as rerluired.
8. Oil filter Remove and inspect for eontumination. Replace with new filter.
9. Fuel filter Inspect for cantnmination. clean and reinstall, cheek for security. Paper
type filters should be discarded and replaced with new items.
10. Remove and inspect plenum drain valves far blockage and test opening and closing.
11. Inspect accessories and auxiliaries for condition, fluid leaks and security.
12. Remove tachometer generator Inspect spline for condition, lubricate and replace.
15. Inspect fuel soienaid valve for leakage, security and proper rigging.
14. Inspect accessory drive case for oil leaks.
15 inspect ail cooler for leaks, security and condition of core.
16. Inspect bleed air shutoff and chock valve for condition and security.
17. Hemove starter-generator for electrical check. Clean (Shcll 360 solvent) and inspect
shaft splines and engine dnve splines for wear.
18. Inspect starter-generator outlet screen for damage, distortion and Ear adequate
19 Lubricate sturter´•generator drive splines with greese (MIL-G-21164) and install
stnrter-generntor and inspect for security
20. Remave ignitor plugs, clean and inspect andior replace
21. Inspect compressor air inlet, for foreign material, obstruction or damage and cracks in
epoxy paint
22. Inspect Erst stage compressor impeller for nicks, cracks, distorted blades and foreign
obJect damage
23 Remove and inspect magnetic chip detector plug and inspect for metal particles. Place
metal bar magnetic poles and check light on annunciator panel for illumination
across
install magnetic chip detector plug and inspect for security.
Change 4 13-141
690
SeetionXTII MAINTENANCE MANUAL
Inspections
CALENDAR INSPECTION PROGRAM M&CH. INSP
Check "D1"
24. Inspect inlet sensors Ear condition and soeul´•ity.

26 inspect fuel nol~le(i and manifilld axxumblies far leakage and security
26 Komovo torque limiter Biter, clean, inspect for eontnmino6an and condition Replace
and check for security
27. Remove and clean fuel now divider valve screen.
23. Remove fuel manifold purge system (10 micran filter), clean, inspect, replace and check
for secul´•ity.
20. Remove rags and tools Elom all areas
30. Install all cawling and access panels, check for eorrect fitting and security
Airtrame
Fuselage Nose (Internal)
1. Clean outflow and saftey valves.
Fuselage Nose (Externsl)
i. Inspect fuselage skin ~br condition

2. inspect secess doors and panels for condition and security.
night Statlan (Internal)
[,lspect windshield and windows for condition, partiauinrly crazing and security. Cheek
condition and seals
a. Inspect all flight eontrois for freedom of movement.
3. Inspect rudder balance cables. pulley brackets, guard pins and turnhucklec for
eandition, security and prapor safety.
4. Inspect engine control levers for proper adlustment. locking, security and fieedom of
movement,
5. Inspect cabin pressure controller and solenoid valve for condition.
6. Inspect rudder brake pedal attach points for freedom oloperation. Lubricate.
7 Inspect control column, rudder pedals, brake linkage and rudder boots for condition
and security.
8. Inspect crew campartment area far clouniineas and condition.
Flight Statlan (External)
1. Inspect skin surface for condition and security.

2 Inspect windshield wipers for condition of blades, security and operation
cnurloN
windshield wipers on a dry

wii~dshield. Scratches may occur.
3. Inspect access doors and panels Ear candition
13-148 Clialige Q
690
["Spcetionn
CALENDAR INSPECTION PROGRAM MECH. [NSP.
Check "D1"
Paossnger Comparlment (Internal)
1. Inspect seats, seat tracks, seat belts and adjusting mechanism for condition, operation
and security. liubricate.
a. Inspect oxygen overhead outlets for condition, operation and security,
9 Inspect cabin windows for condition, particularly crating and security
4 Inspect emergency exit for security.
5. Inspect pressurizationand air conditioning ducting for condition and security,
6. Inspect oabin temperature sensing unit for condition.
7. Inspect cabin area for cleanliness and condition.
B. Inspect access doors and panels far condition and security.
Faooenger Compartment (External)
1. Inspect fuselage skin condition and security.

2. Inspect cabin door hinges and step for condition. security and lubricate.
3. Inspect cabin door and looking meohanism for ease of operation, positive locking and
4. Inspect operation of door handle and bayonet extension. Ensure Bat all moveable
baygnets work freely and perform a visual inspection to ascertain that they ail
position (door handle in open position). If any bayonets appear to be unusally short,
perform cabin door bayanet rigging chei. (Refer to Maintenance Manual. Section II.)
5. Inspect door seal for condition and security
i. Inspect structure for condition,

2 inspect upper and Lower pulley cluster for condition.
4. Inspect flap master and primary pulleys and connecting rod for security.
5. Inspect rudder and elevator trim tab actuators, chains, sprockets and flexible shafts for
condition and lubricate,
6 Inspect pressurization ducts for condition and security.
7. Inspect refrigeration unit far:
a Ductsfirmly connected.
b Clamp tight and lockwire intact.
c. Cheek tubing and duets for dents, hinls, bends and cracks.
8 Inspect door seal bleed air pressure regulator for condition.

‘B’ nuts and hose clamps for security.
10. Inspect hydraulic lines and fittings for condition and security.
ii. Inspect wing nap actuator cylinder for condition and security.
IZ. Inspect nitrogen storage bottle far security.
L3. Inspect deioing distributor valve (ifinstalied) for condition and security.
14 Inspect baggage eompartment for general condition.
15 Inspect heater and installation for cond~tion, operation and security.
16. Inspect access doors and panels for security,
Change 4 13-149
690
SsotionXIII MAINTENANCE MANUAL
Inspections
CALENDAR INSPECTION PROOR*M MECH. INSP.
Check "D1"
Rear Fuselage and Empennage (External)
1 Inspect baggage compnrtment door attach points and latch for condition and security.
2. Inspect fuselage skin surface for condition of paint, corrosion and loose or missing
rivets.
3. Inspect vents and static parts for condition
5. Inspect tail skid far condition and security. Inspect attach paints for security.
6. Inspect tail cone far condition.
7. Inspect horizontal stabilizer structure far condition and security. Inspect attach paints
for security. Perform "squeeze" test. (Refer to Maintenance Manual, Section II.)
8. Inspect elevator structure for condition and security.
9. Inspect elevatar hinge points far canditian and security.
10. Inspect elevator trim tab and attach points for security.
11. Inspect vertical stabilizer structure far condition and security. Inspect attach paints for
security. Perform "squeeze" test. (Refer to Maintenance Manual, Section IL)
12. Inspect rudder structure far condition and security.
13. Inspect rudder slot and tab boots (if installed) for condition, security and operation.
14. Inspect rudder hinge points for condition and security. Lubricate hinge points.
16. Cheek rudder and elevator trim tab free play. (Refer to Maintenanace Manual, Section
VII.)
16. Inspect rudder trim tab and attach points for security.
i?. Inspect empennage deice boots (ifinstalled) for condition and security.
18. Inspect static dischargers for condition and security.
19. Inspect access doors and panels for condition End security.
Wings (Internal)
1. Inspect aileran bellcrank, push´•pull rods, cables and attachment for security and
condition.
2 Functionally check, the fuel shutoff valves and inspect for condition and security.
5. Inspect nap drive pulleys, push-pull rods and control cables for condition and security.
4. a inspect ail wing spars, stringers, upper and lower surfaces for loose or working
rivets in the wing bays inboard of the nacelles.
b inspect all the wing ribs inbaard of the nacelles far buckles or cracks.
c. Inspect the main landing gear attaching ribs at Wing Gtatian 85.01 and 98.36
forbuoklesareraoh-s.
d. Inspect all lying skins for wrinkling andior buckling.
Wings (External)
1 Inspect wing, nap and aileron skin for condition and security, particularly for signs of
fuel leaks under wing.
2. Inspect vents and drains for condit~on and proper positioning.
3 Inspect fuel filler cup for condition and security.
4 Inspect deiee boats (ifinstalled) for condition and security.
5 Inspect wing tip for condition and security.
6. Inspect aileron hinge points for condition and security.
7. Inspect aileron trim tab hinge points far condition and security. Lubricate hinge points.
19-160 Change 4
690
Inspections
CILENDAR INSPECTION PROGRAM MECH. INSP.
Check
8. Check aileran trim tab free play. (Refer to Maintenance Manual. Section YII.)
9. Inspect nap attach points far condition and security and wear at hinges,
10 Inspect nap trailing edge for evidence of improper adjustment.
11 Inspect static dischargers for eondidon and security.
12. Inspect access dears and panels for condition and security,
Nacellss
i Cheek nitrogen storage bottle pressure (425-525 psi) 475 psi desired. Inspect filler
2 inspect fluid lines for conditian and security.
3. Inspect structure for condition, security and evidence of gear interference.
4. Inspect main gear door and linkage far correct adlustment, condition and security.
6 Inspect uplock mechanism far broken extension spring, hydraulic leaks, wear at uplock
arm slot and lubricate.
6. Inspect condition, correct adjustment, security and lubricate.
clam shell door far
7. Inspect valve. prionty valves and cylinders for condition and security.
door control
8 Inspect the following left nacalle hydraulic components for condition and security.
a Hydraulic reservoir
b Thermal pressure relief valve.
c. Auxilinry hydraulic pressure switch.
d. Hydraulic aecumulatoriregulator.
e Auxiliary hydraulic pump.
9 Service hydraulic reservoir and accumulntariregulator.

lo. Functionally cheek the hydraulic shuta8valve.
L1. Inspect access doors and panels for condition and security,
Landing Gear (Maln)
1. Inspect landing gear truss for condition, security and lubricate mounting pins.
3. Inspect strut far condition.
4. Inspect drag brace for wear at attach points, security and lubricate.
5 Inspect retraction cylinders for condition, security at attach points and lubricate.
6. Inspect bearings for condition, security and lubncate.
scissors and
8 Inspect wheel halfretaining bolts far looseness.
9 Remove main wheel bearings, clean and inspect for rough spots and evidence of
overheating.
10 Inspect bearing cups for pitting and scoring.
11. Pack bearings. (Refer to Maintenance Manual, Section VL)
12 Inspect brake discs for condition, dishing and wear limits.
13 Inspect brake Linings for wear limits.
14 Inspect brake housing far condition.
15. Inspect brake lines for condition and security.
16. Install main wheels and inspect for proper instaliatian.
Change 4 15-151
690
Seelion XIII MAINTENANCE MANUAL
Inspections
CALENDAR INSPECTION PROGRAM MECH. I INSP
Chec~ ~’D1"
Lending Gear Nose
1 Inspect scissors and bushings Lr condition, security and lubricate.

2. Inspect drag brace for condition, security and lubricate.
3. Inspect drag brace bearing support structure for condition, security and loose or
missing rivets.
4. Inspect trunnion Eitdngs for condition
5 inspect actuating cylinder for condition, security at attach points and lubricate.
6. Inspect bungee spring for condition and security at attach points.
7 Inspect steering cylinder far condition and security
R. Inspect ahimmy damper ibr condition and security.
9. Inspect nuid lines and connections for condition and security
10. Inspect nose gear door mechanism for condition, security, alignment and lubricate
11. Inspect nose bear doors and structure for condition, interference. droop and security
12. Remove nose wheel and inspect for condition.
13. Inspect axle for irregular wear.
14. Remove nose wheel bearings,

clean and inspect for rough spots and evidence of
overheating
15. Inspect bearing cups for pitting and scoring.
16. Pnek bearings. (Reier to Maintenance Manual. Section VI.)
L7. Install nose wheel and inspect for pl´•oper installation.
Electrical
1. Inspect propeller deicer brush block and slip ring assembly (ifinstalled) for condition,
brush wear and security.
a´• Inspect propeller synchronizer pick-up for condition and security.
i. Inspect generator inlet heat boot (if installed) for condition, secunty and operation.
cnurloN
Ground operation of the generator inlet anti´•icing

system (if installed) far longer than ten (10)
elements.

.3. Cheek starter-generator commutator and brushes far condition. wear and Wtting.
4. i\fter installation inspect electrical connection for condition and security.
5. Inspect ignition box and ignition system, electrical connections and security
6. Inspect ITT harness connectors for condition and security.
Fuselage Nose
1. Inspect landing lights for eonditian and operation

2. Inspect electrical components. wiring bundles and electrical connections fur condition
and security.
15´•152
Change 4
690
MAINTENANCE MANUAL Section XILI
Inspections
Cheek
Flight Station
i. Inspect overhead switch and circuit breaker panel Ear security and electrical wire
bundles and connection far condition and security.
2. Inspect instrument panel, electrical wire bundle and connections for condition and
security.
1 Inspect instructions, reading, floor and overhead lights for condition, operation and
security.
Rear Fuselage and Empsnnagtr
1 Inspect navigation light far condition and operation.

2. Inspect anti-collision lights for condition and operation.
3 Inspect strobe light far condition and operation.
4. Remove batteries and replace with serviceable units.
5. Inspect radio racks, avianics equipment and mountings far soeurity.
6 Inspect battery vents for condition and security.
7 Inspect battery connections for condition and security.
8. Inspect generator control units and wiring for condition and security.
9. Inspect DC contactor box and wiring for security and evidence of shorting
i. Inspect navigation light for candition and operation.

2. Inspect strobe lights for condition and operatian.
3 Inspect wing inspection lights for candition and operation.
4 inspect aiieron trim tab actuatar Ear security, condition, electrical connections and
operation.
Lending Gear
I. Inspect nose gear micro switches and wiring for condition and operation.
3 Inspect ground cantaet switch for security (left gear only).
4. Inspect taxi lighta far condition and operation.
5. Inspect wheel well electrical wire bundles Ear condition and security.
Instruments
Flight Station
1 inspect instrument panels, shackmounts, notices, and placards far canditian and
security. (Natices and placards for legibility.)
2 Inspect instrument hoses for condition and secmity
3 inspect all instruments and lighting for candition and security.
4 inspect autopilot control head electrical connection for condition.
5. Check altimeter aperation. condition, security and field barometric pressure against
iield elevation.
Change 4 13-153
690
Bsatip~ XIII MAINTENANCE MANUAL
inspections
Cheek "D1"
Fuselage Nose
1. Cheek static lines far drainage.

2. Perform static pressure check.
3. Inspect pitat tubes far condition
Rear Fuselage and Empsnnage
1. Inspect rudder and elevator autopilot servos for condition and security.
2. Inspect rudder and elevator trim tab position transmitter for condition and operation.
3 Inspect aileron autopilot servo for condition.
4. Inspect nap position transmitter for condition and security.
6. Inspect orygen cylinder lines and connectors for s8curity.
6. Inspect oxygen pressure regulator for condition.
7. Inspect oxygen regulator control lever for safety wire in ON position.
1. Inspect aileron trim tab position tranmitter for operation.
13-154 Changel
690
inspections
CALENDAR INSPECTION PROGRAM IIECH. INSP.
Cheek "D1"
Post Inspection Walkaround Cheeks
panels, cowlings end covers are secure
Cheek tire pressures appear normal.
Cheek strut extension appears normal.
Cheer static wicks for security (ifinstalled).
Check all airplane documentation is present, i.e, airworthiness certificate, night

Ensure night log (if applicable) is updated to reflect latest maintenance and current
airplane hours and cycles
Change 4 13-165
690
SeetianXIII MAINTENANCE MANUAL
Inspections
CALENDAR INSPECTION PROGRAM MF.CH. INSP.
Cheer "D1"
Post Inspection Functional Cheeks
ICIU~KI
CAUTION

night shall be accomplished in accordance with
the applicable Airplane Plight Manual.
Run engines and cheek for leaks etc. Check oil level on shutdaivn.
Chock electrical generation during ground run, observe load share and battery eharge
rate.
Check internal and external lighting
Cheek Hydraulic SYBtem hnetianing.
Cheek operation oEnight

night eantrols.
13-166 Change 4
690
MAINTENANCE MANUAL SectianXIII
Inspections
YOll

ON EACH DETAIL.
J L
i
d~lil
D a M
F Ci K
APPLICATION
SPICIPICATIONI FIND TYPI OF LUSRICATION
5YMBOL
4
HAND PACK NIIL-G-8132aA AIRCRAFT GREASE OR EqUIVALENT.
LIRK OUN MIL-G-BIStZA AUICRAFT GREASE OR EqUIVALENT.
(HF)
CLOTH WIPE MUL-H-SGOB HYDRAULIC FLUID.
DISPTNIER FLAKE GRAPHITE
011 CAN GENERAL PURPOSE SAE 10W 01L.
APPROVED OILS: Reflgeration Unit Oooot strap)

‘iC ~kL PER
011 C*N I MIL-L-18(18 IF OPERATING IN EXTREMELY

ARE ACCEPTABLE.
DO NOT MIX BRANDS

OR TYPES OF OILS.
Figure 13-24. Lubrirotion Ch.rf Ishsel I of 5)
Change 4 13-157
690
Section XIII
MAINTENANCE MANUAL
Inspections
PI NOSE L*WDING tlAl PIE(O B wosr OlIIII oooas

UPPIR DRAG 811*CE
I K,~
8;
(0 PLB)
(HF):~
(HF)
g
(][YLIAD too HOURS
100 HOURS
zoo HOURS OR ~Y 100 HOURS

B WHEN WHEEL
IS REhlOVED
,111
C CON1ROL COLUMN I16VP~rOR TOIOUT rUBTS
~sl
9 500 HOURS
~h soo HOURS
500 HOURS
II I
II I
~igure 13-24. Lubrlc.tion Chnr) (Ih´•st 3 or 51

Change 4
13-158
690
MAINTENANCE MANUAL SoetionXIII
Inspections
D GE*R-PLI\P EONTROL E RUDOIR BRP.KI PIDALI
a rY
oc
0(
,e~2
cY "ii~J, r
(Y 100 HOURS
[Y~*S RB9~REO
F rl4r9159HANIsM I G caelu oooa
PLS)
*011
LUBRICATE WOR SEAL
WITH SILICONE BA9E
LUBRICANT (49 REqD)
i~ 100 HOURS
e 48 REQUIRED
a a6 ~Esm.Eo
"Is I "Ilor.
~ieurs 13-24. Lubri~olion Chorl isheel 3 of 5)
Change 4 13-159
690
Soclion XIII MAINTENANCE MANUAL
Inspeclionii
H BAGGIG~ COMPARTMENI DOOR I I INOINB SICTION (CONTROLI)
rlf
b
rY
AS REQUIRED
AS WOIT
REQUIRED
LUDRICATE ALL
i~ a~nEQmnEo carnr~cnassla
ENGINE SECTION
AS INDICATED
J MAIN LANDING GL*R K MAIN LANDING 06*R DOOR
(HF)
I
X a
r
(HF) DAILY
200 RoURS on
g WHEN WHEEL
ISREMOYED
too HOURS
(r 100 HOURS
figure 13-24. Lubri..lion Ch~rl (Ihsel 4 o( 5)

13-160 Chan~e 4
INTERIM CHANGE NOTICE: Model 890
P LANDING GEAR CONTROL ASSEMBLY
,C)0100C)C)(
i~jO I oo oo
LI O oL
o o
o o
o o
(10TI Using freon degreaser remove old grease
~Y(gyERy 12 MONTHS
and dirt from around Leaf spring.
MIL-0-81S22 or
Apply
eqUlvailent 0. 25 inoh above
and below pin.
Figure 13-24. Lubrirotion Ch.rl (Sheet 6 of 6)
Page SofS
690
THA’I RE~ISES THIS PAGE
~1
~I k~
q
a d
a 100 HOURS I ´•K 25 HOURS
RUDD~R nND TRIM
~4
a 200 IIOURS
Q 200 HOURS
~isure 19-24. Lubri..ti~n Ch.rl isheel 5 ol 5)

690
Sootins XIII MAINTENANCE MANOAL

Inspoetiona

TPE331-5 ENGINE BENDIX CONTROLLER
OEN. LOI\D LESS THI\N 60 ~MPS´•
BLEED I\IA ´•.ON’. 252K
WOODWI\RD CONTROLLER
2UK
M~X. RESIDUI\L ITT 308 C IPRIOR EN(IINE STnRTI
smnr irr 11480 C 70-120 PSI (INFLIOHTI
OIL PRESSURE
NORM~L ITT 623" C 4 PSI IDLE IMINI I.ROUND).
SIN L.
SIN R. O.ll.T. DI\TE
OPERPITOR ~LT´• ale NO. --_
oPEnarloN I POS. CIL POS. P/L I RECORD
ING. INo sls~trical Powarl
NTS Lookout I L F.I. I Untasthel pump on, dsprau and hold NTS nnt twitch
NTS light on: PIL to Ond. Idle.light out. PIL to Fit. Idle.
light on. Ralsua NTS tart lulf~h.
L F´•l´• Record nlldual ITT B DaX ITT during item

ObreNe Starter Duty CYcIs Lbltt
I\ocel. time L.
Start EnBlns ILlmit 11IP C 1TTI Rscod trom rile in ITTto 709( RPM (8´•ndlx)
NTI Functional I L F.I. OblNa NTS light out at engine l;rsnkl. NTS light
on at apllroximaf´•ly 25X. than out.
IDE~L OIL DIL

RPM Wf ITT SHP/m
RPM PRE~S TEMP
OS(i 5andlx 10).5 ´•105.69L 1 H I MA~. I Plop on lakl 101.0 to 106.0130 lan.)
Woodward 10J.O ´•105.0~ R~_ Ihlsuar ucaed 1~1
105.5 IOB.O is ~kl. Mx.l
Flight Idle Fuel Flow

lProPlon Io*I)
e F.I. IL:b=..l L.~
R._
I IOround check only. Plight tnt
adjua per Pilot
L inltluctlon.
USOL L 3.I.
L.
10PPH R.´•
rev.
BbX
US(I Rust Check L I 90#

L_
lap.licabls 252K L 2619 to (+L6) R.
anllnalody~ REV.
UI(IH I H 8.1. 88.6~ L.

loadtowdrd 1’0.6) R´•
reu.lOPPH
’POH IT*aonl I H Temp 1001

L._
ortolctue lt0.6) I R._
limit
´•paL
4o~aHP R.-
6ML 5M( 1 84.6*
Bou. Sap’"no" Check ReduEe I 5.I. I Do not

L._
1.,~
~x .u, to PPH 89.6. R´•´•
REV.H I H AEY. MIN

gSI R.
nP Llmltsr H P.I. DROP I nP limiter telt twitch

L. RPMIW1 dscrasl ralaa~s ~witch.
R._ I RPMIWf inr;reals
Normal Shutdown I L I O.1.

Operate st (i.l.- S minufa~
EmergencY 5lutdown L I 0.1. Stroke CIL to teams. fuel dow to

lero prior to proP going 1o teather.
´•Normll oparating oil t´•mplatura 750 50 C Oo not sxceed engine temp. limit. O’Il
Figure 13-?5. Engine Olound

Change 4
15-162
690
Inspections
MPIJOR INSPECTION- GUIDE I MECH. INSP.
NOTE
This inspection should be performed at 12 years

fiom date of airplane certification oI´• 6,000 night
hom´•s, whichever occurs ~rst
Read the general instructions at the beginning of

Section XIII before commencing this inspection,
P~irframe
Wing LeH and Right
1. WS 24.0 to WS 39.0 including wing doubler Inspect for signs of cracking, corrosion.
distortion, or damage.
NOTE
The lower wing doubler is located ~ram WS 24.0

outboard to npproximately WS 90.0 and is
nttached to stringer 7 and the lower front spar
cap.
2 WS 850 to WS 98.0, including wing doubler Inspect for signs of cracking, corrosion,
distortion or damage.
3. WS 103 to WS 1130, including main front spar cap Inspect far signs of cracking,
corrosion, distortion or damage.
NOTE
If anycracking, corrosion, distortion, or damage is

apparent, extend the al´•ea of inspection to ensure
all suspect areas have been inspected,
discrepancies noted and corrected. Radiographic
techniques may be used for this inspection.
Fuselage
FS 5.50 (Forward Pressure Bulkhead) to FS 178.18 (Rear Pressure Bulkhead)
i. Inspect cockpit windows, windshield, cabin windows and surrounding frames for signs
of cracking, chipping and damage.
2. Inspect the undernoor structure, control cables, pulleys, brackets and tubing for sigma
of cracking. corrosion. or damage.
NOTE
Ii any cracking, chipping, corrosion or damage is

apparent extend the area of inspection to ensure
all suspect arena have been inspected,

discrepancies noted and corrected
Change 4 13-163
690
Soetion XIII MAINTENANCE MANLIAL
inspections
MAJOR INSPECTION- GUIDE II MECH. INSP.
NOTE
This inspection siwuld be prdarined at iB years

from date of airplane eertiiientinn or 7,500 night
hours, whichever occurs first
Read the general instructions at the beginning of

Section X111 before commencing this inspection
Pllrframe
Wing Lett and Right
1 WS 163.00 including spar splices Inspect for signs of cracking, corrosion, distortion
or damage.
NOTE
if any cl´•acking. corrosion, distortion or dumuge is

apparent extend the area of inspection to ensure
all suspcctod areas have been inspected,
discrepancies noted and corrected. fiadioemphie
techniques may be used far inspection
Fuselage
FS 5.50 (Forward Pressure Bulkhead) to FS 178.18 (Rear Pressure Bulkhead)
L. Inspect all fuselage tmmes and floor attacli structurea far signs of cracking, corrosion,
distortion or damage.
a. Inspect the forward prossuro bulkhead (FS 5.50) and the rear pressure bulkhead (bS
17818)for signs of cracking, corrosion or damage.
a inspect the door frames and emergency enit hatch for cracking. corrosion, distortion or
damage.
4. Inspect undernoor structure. control cables. pulleys, brackets and tubing for cracking,
corrosion, distortion and damage.
NOTE
if there are any signs oi cracking, corrosion.

distortion or damage in any area, extend the
inspection areas to ensure all
suspectod ureas
have been inspected, discrepancies noted and
eol´•I´•eeled.
13-164 Change 4
690
MAINTENANCE MANUAL
Inspections
ABNORMAL GROUND LOADS INSPECTION SCHEDULE MF.CH LNSP
NOTE
1. Ascertain from the pilot, if possible, if the

landing up or nose down, wing low
was nose
or of any unusual noises or charocteristles

during or following the landing which may be
indicative of structural failure.
2. Information gained from the above may be of
value in the performance of the following
inspection. Should damage or defects be
apparent the inspection will require extension
accordingly
3. All damage found to be beyond permissible
limits is to be repaired and components
changed where necessary.
Power Plant
1 inspect engine mounts and attochmenta to firewaiis for distortion, cracks and
looseness. Check attach bolts for correct torque values.
2. Check engine control systems for binding or restriction over full operation range.
3 Cheek propeller for signs of damage.
*Irframe
i. Inspeot the upper wing surface between the engine nacelles far wrinkles, buckles and
loose or missing rivets.
2 Inspect rear spar area on the aft side between the engine nacelles for deformation.
lease or missing rivets and buckles.
3 Inspect wing to fuselage attachment Fittings and a4acent structure, including rivets
and bolts for distortion, cracks and looseness.
Fuselage
1. Inspect the fuselage shin directly beneath the wing for wrinkles, buckles and loose or
missing rivets.
2. Inspect the bottom skin on the fuselage in the adjacent area below the baggage
compartment door for wrinkles, bockles and lease or missing rivets.
Empennage
i. Inspect stabilizer and attachments to fuselage for distortion, cracks and sigma of
Looseness.
Landing Gear
i. Inspect landing gear truss attach ribs for buckled or torn structure.
2 Inspect rear spar (lawer cap and web) between gear trusses for buckled or torn
structure.
Change 4 13-16r,
690
SeetionXIII MAINTaJANCE MANUAL
Inspections
PIBNORMAL GROUND LOADS INSPECTION SCHEDULE MICII. INSP.
3 inspect landing gear support truss, external and internal attachment for sheared rivets
and buckled shucture
4. inspect landing gear for distortion, cracks and axle for bending. Check wheel bearings,
wheel and tires for cracks and distortion
5. Inspect landing gear shock struts for nuid leaks and signs of bottoming. Check for
correctfluid Level and air pressures.
6. Inspect drag braces, torque link, shafts and scissor links for cracks, distortion and
security.
7. Conduct a lending gear retraction test and critically observe alignment and freedom
ofoperation.
NOTE
If extensive damage in any of the structural areas
of the oirframs is apparent, remove the fuel cells,

~uel cell liners and conduct a thorough inspection
of the front and rear wing spars and stringers.
Under this condition it is advisable to conduct an
X´•my inspection of the spar caps in the area of

fuselage attachments
Electrical
1. Carry out functional checks of electrical systems, inspect batteries far electrolyte
spillage and security.
Instruments
inspect instruments and panel shockmounts for condition, functional check for normal
readings.
Radio
1. Inspect radio antenna, companents and racks for security. Punctiannlly check systems.
15-166 Change 4
690
Inspections
AQNORMAL FLIGHT LOADS IKSPECTION SCHEDULE M&CH. INSP.
NOTE
i. Ascertain fi´•om the pilot, if possible, of any

unusual noises or characteristics during or
following the night under the above

conditions.
2. Inspect the fatigue meter for excessive
negat~ve or pontne -9‘ readings (iE
installed).
3. Information gained from the above may be
of value in the performance of the
subsequent inspection. Should damage or
defects be apparent inspection will

the
require extension accordingly.
4. All damage found to be beyond permissible
limits is to be repaired and components
changed where necessary
Engines
Power Plant
1 Inspect engine cowls and attachments to firewall, bolts and other fasteners for buckles,
signs of movement and cracked fittings
2. Conduet a chedn of Pngine for’oin~ng or any restri~tion oi eontrd range.
3. Check propeller for signs oldamaa.
Airframe
Flight Campartment
i. Conduct a landing gear retraction check, normal and emergency systems

2. Conduct a pressurizatian leak rate check.
3. Conduct a full check of fiight cantrois far binding or any restriction of control range
Fuaelage
1 inspect surface for buckles, cracks and loose or missing fasteners particularly around
window and door cutouts.
2 Inspect rear bulkhead for distortion, cracks and loose or missing fasteners
5. Checlr main entry door latching mechanism for correct operation.
4 Inspect control cables, pulley and operating lever brackets for condition and security
and check cable tensions correct.
Empennage
i. Inspect stabilizers for buclrles, cracks and laase or missing fasteners.

2. Inspect stabiliaer attachmentb to fuselage fal´• signs of movement, cracks and loose or
missing fasteners.
3. Inspect elevators and rudder, including hinge brackets, far distoration. cracks and
loose or missing fateners.
Change 4 13-167
690
SectionXI1I MAINTENANCE MANUAL
Inspections
ABNORMAL FLIGHT LOADS INSPECTION SCHEDULE MBCH. INSP.
i. Inspect wing, upper and lower sur~aees, including controls far buckles, cracks and loose
or missing fasteners. particularly trailing edge section of wing at control surfaeo
atlachmonta.
2. Inspect wing attachments to fuselage andn~Jneent structure for signs of movement.
creeks and loose or missing fasteners Check attachment bolts for correct torque
values.
S. Inspect front and o& spar webs and attaehments for distartian, laoso or missing
fasteners.
4 inspect control cables, pulleys and operating lever attachment brackets for condition
and security. Check cable tensions correct.
Electrleal
i. Conduct a functional check of the electrical systems.

2. Inspect batteries for electrolyte spillage and security.
lnslrumBnl
i. Conduct a functional cheek of the instrument systems
Radio
i. Inspect radio components, antennae and rucks far cond~don and security
2. Conduct funct~anul cheeks of all systems.
13-168 Change 4
690
MAINTENANCE MANUAL
Inspections
LIGHTNING STRIKE INSPECTION SCHEDULE MECH. INSP.
Propeller and Power Plant
i. Remove engine cowling, visually inspect external engine surfaces, engine mounting
structure and all electrical connections for evidence of pitting, arcing and other
damage.
2. Examine propeller spinner, propeller and prapclier boats (if installed) for signs of
arcing, pitting or other damage.
NOTE
If the propeller inspection reveals evidence of

lightning strike. Remove propeller and send it to an
authorized propeller shop for tear-down and in depth
inspection. If the engine inspection reveals evidence
of lightning strike, remove engine from service and
send it to an authoried engine shop for inspection
in accordance with I.A.W G.T.I.C instructions for
lightning stnke.
NOTE
If the engine inspection reveals no evidence of

pitting or arcing is found, an oil sample shall be
taken at 10 -16 night hours following the lightning

strike incident, and the engine ail filter inspected far
eantaminntion. A further oil sample shall be taken
at 60 night hours following the incident These ail
samples shall be sent to an authorized engine shop
to be compared in accordance with G.T.E.C.
specifications to verify stabilication of wear and
metal levels in the ail system and filter.
P,Irtrame
1. Inspect internal and external structure between the lightning entry and exit points,
and immediately aft of the slit point far signs of damage. Inspect surface extremities,
skin laps, control surfaces, and hinge points for signs of damage.
2. Inspect fuel hydraulic and oxygen lines for signs of damage. Inspect wiring clamps,
bonding straps, control cables, pulleys, etc. for signs of damage.
3. Inspect avianics and electrical equipment for signs of damage and correct operation.
4 Inspect the landing gear for signs of damage.
NOTE
If gear was extended during lightning strils, carry

out a funetianai check of the gear and cheek for
proper operation.
5. Inspect static wicks for signs of arcing, pitting, etc.
6. Carry out compass swing to verify compass deviations.
Change 4 13-169
690
Sectionkrn MAINTENANCE MANUAL
Inspections
MPIIN LPINDING OEIR MP~JOR INSPECTION PROORIM GVIDE III MECA. INSP
NOTE
Removal and installation procedures for the main

and nose landing gear assemblies ore contained in
Section VI.
1 Visually inspect all ports of the main landing gear and main landing gear start piston
For distortion, incorrect alignment, pitting, excessive wear, corrosion, scoring and
cracks.
NOTE
Perform a dye penetrant or magnaflux inspection

of tliose parts which appear to be, or ore suspect
of being damaged.
2 Replace parts which are found to be distorted, defective. or excessively worn. (Refer to
Figure 13-12, for manufacture’s tolerances
NOTE
Limits shown in Figure 13-26 are manufacture’s

tolerances and should be used asan aid in
detenmnnnng any excessive wear os potential
problem areas
5. Remove minor scratches from all surfaces providing removal of scratehes does not
effect, operation of the pert,
4. Inspect snubber spring for a load of 11.5 (02.0) Ibs when compressed to a height of
0.69 inch.
NOTE
If gear action has been noticeably spongy or hard,

replace snubber spring.
6. Inspect those perta that are considered critical (refer to Figure 18-26. Those parts
shall meet the tolerances outlined to ensure proper operation of the main landing gear.
NOTE
Replace O-rings, wiper rings, backup rings,

all
gaskets, packings and cotter pins that are
removed to facilitate inspection procedures. Prior
to installation of new O-rings, backup rings, and
wiper rings, immerse them in hydraulic nuid
conforming to Military Specification MIL-85606.
13-110 Change 4
690
[nspeet~ons
MINIMUM MAXIMUM
ITEM (Inehes) (Inchesi
Dlnnd 2.751 I.D. 2.753 ID

Scissor 0.3750 I.D. 0.5760 ID
Scissor (Botween Flanpes) 2.130 2.135
Hushing 0.252 L.D. 0.254 I.1).
Rusi~ing (Flange) 0.069 0.061
Outer Body 3.375 I.D. 3.579 I.D
Outer Body (Top of Body to Shoulder) 2.816 2881
InnerBody Bushing (Seissor) 0.3746 I.D. 0.577(1 l.D.
innerBody Bushing Fiange (Scissor) 0.0596 0.062
Trunnian Bushing 1.250 I.D. 1.2525 ILI
Bushing (Length) 2.248 2.250
Torque Link (Between Bushings) 3.000 3.006
Torque Link Pin 0.4980 O.D. 0.4995 O.n.
Torque Link Bushings 0.3765 [.D. 0.3780 I.D.
Torque Link Shaft 0.3730 O.D. 0.3745 O.D.
Axle, Inbourd L.4985 O.D. 1.4495 O.D.
Axle, Outbonrd 0.9985 O.D. 0.9995 OD.
Piston Rod 2.746 O.D. 2.748 OD
Piston Rad 2.312 LD. 2.311 I.D.
Piston Floating 2307 O.D. 2310 O.D
Plate Orifice 0.593 LU. 0.596 11)
Benring Upper 3.244 O.D. 3.247 O.D.
Thrust Ring (Length) 0.620 0625
Snubber L.932 O.D. 1.935 O.D.
Spring Retoiner 1.942 I.D. 1.947 ID.
Pin Mounting 1.247 O.D. 1.249 O.D
Figure 13´•28. Main Landing Gear Manubcturlng Tolerances
Change 4 13´•171
690
inspections
NOSE LANDING GEAR MAJOR INSPECTION PROGRAM GUIDE IV MECH INSP.
NOTE
Removal and installation procedures for the main

and nose landing gear asxnmbliss are contained in
Section VL
1 Yimally inspect all paris of the nose lending grar.lssombly and nose landing gear
piston assembly fol´• evidence of distol´•tion, incon~ect alignment, pittinb(. corrosion,
excessive wear, scoring, and cracks
NOTE
Perform a dye penetrant or mngnuflul inspection.
Inspect ports which appear to be, or are suspected

of being damaged.
2. Replace distorted or defective parts and parts that are found to be excessively worn
(refer to Figure 13-27).
NOTE
Limits shown in Figure 15-87 are manufacture’s

tolerances and should be used asan aid in
determining any ereessive wear or potential
problem areas.
3. Remove slight imperfections by polishing with erocus cloth.
4. Inspect all threaded areas for stripped or broken threads.
5. inspect thess parts that are considered to Lie critical (refer to Figure 13-27). These
parts shell meet the tolerances outlined, to ensure proper operation of the nose landing
gear
NOTE
Replace allO´•rin~s, wiper rings, backup rings,

gaskets, packings and cotter pins that are
removed to facilitate inspection procedures. Prior
to installation of O´•rings, backup rings and wiper
rings immerse them in hydraulic fluid which
conforms to
Military Specification MIL´•H-5606.
13-112
Change 4
690
Inspections
MINIMUM MAXIMUM
ITgM (Inches) (Inches)
Body 2.3750 I.D. 2.3795 I.U

Body (Coilnr Groove) 3.412 O.D. 5.489 O.D
Body (Centenng Pin Attach Bolt Hole) 0.5615 LD. 0.5648 I.D
Body (Snap Ring Groove) 01030 01105
Bearing Gland 1.875 I.D. 1.879 [.D.
Centering Cam 0.8112 [.D. 0.3145 LD.
Pork Assembly (Anle Hole) 1.5000 LD. 1.6025 I.D.
Upper Bearing 2.370 OD. 2.373 O.D
Piston Rod 1.8730 OD 1.8745 OD
Piston Rod 1.626 [.D. 1630 I.D.
Piston Rod (Pin Hole) 0.2500 ID 0.2515 ID.
Scissor Assembly (Scissor to Scissor
Connect Point) 0.5745 I.D. 0.3785 I.D.
Scissor Bushing 0.2610 LD. 0.2825 ID.
Orifice Tube 1.620 OD. 1.623 O.D
Cylinder Bracket (Attach Holes) 0.1434 I.D. 0.1942 1D
Cylinder Bracket (Cylinder Attach Holes) 0.256 l.D. 0.266 ID
Anle 1.4981 O.D. 1.4996 O.D.
Collar Bushing 0.313 I.D 0.316 I.D
Pin 0.308 OD 0.311 OD
Pin 0.245 O.D 0.248 O.D
Figure 13´•27. Nose Landing Gear Manufastudng Tolerances
Change 4 13-173
690
Seetian XIII MAINTENANCE MANUAL
Inspections
DISPATCH ASSURANCE MAINTENANCE
NOTE
Uispatch Assurance Maintenance is provided as an optional

inspection program to ensure the highest airp];mo
serviceahility at all times. It is not intended to replace the
pilol~p inspections required in the airplane Flight Manual.
Olspatch Assurance Maintenance ct the Commander Airplane is accomplished within the Routine, Pretllght and
Posttllght Inopectlons.
The Prefllght inspection should be performed prior to each airplane departure as close as practical to the intended
departure time. This inspection should be carried out by certified personnel in accordance with current instructions
The Turn-around inspection should be performed at the completion of a mission or sometime when the airplane is
remaining on the ground with the engines shutdown for a period exceeding fifteen (15) minutes
The Postfllght inspectlcn should be performed at the cessation of nying for the day. Discrepnneies which will affect the
serviceability of the airplane should be noted and repaired by eertif~ed personnel in accordance with cun´•ent instruetionr
Items not affecting safety of flight or mission capability may be deferred to the nent minor inspection in accordance with
the Maintenance Limits Schedule or other local instructions
The Routine inspection should bo performed before the next flight when seven consecutive calendar days )Iave elapsed
since the completion of the previous Postnight Inspection. This inspection should be cal´•I´•ied out by certificri personnel
in accordance with current instructions
19-174 Change4
690
Inspections
PR E FLI G HT I NS PECTION
NOTE
This inapoction is to h~, i,crformcd prior to each airplane

departure. as close as pre~tieabie to the intended departure
time, II should be enn´•ied out by qualified muintenunce
personnel.
1. Reiuel airplane as required using procedures detaii~´•d in Maintenance Munual.

a After fueling check fuel tank cups ure secure
General
3 Check that all defects entered in the Maintenance Release have been eleared.
4 Check Carry Porwnld Defects are properly nctioned (where applicable)
5 Check that all key lockable doors are unlocked
6 Chock that landing gear and naps are safe, all switches OFF
7 Check that sorvieing orluipment is clour of control surfucos
R. Enxure that adequate fire precautions are obaelyed.
Exterior
9. Cheek forward fuselage and nose areu for condition, fluid leuks and security
right of panels.
10 Cheek landing gear strut for correct extension, tire for correct pressure.
nose
11 Cheek nose landing gear doors and wheel hay for security, condition and leaks
12 Remove pitat head covers and inspect pitat heads far dumage
13 Check right inboard wing leeding edge far condition
14. Check right engine cowling for condition and security. Remove intake covers.
15 Inspect engine inlet, compressor, temperature sensor and moisture drain for condition, security and freedom from
obstruction
16 Check pmpeller blades. boots (if installedl and pinner far condition (partlcularly blades for nicks, gauges and
seratehes). security and oil leaks,
17. Turn propellers through manually and check for freedom of rotation and audibly for abnormal noises.
I CAVTION
CIYIION
The propeller shall ~L be rotated in the normal direction

afrotation
18 Check engine for correct oil level. Check oil cap is secure
ii dipstiek shows ail level below first curry out a
motoring cycle, observing starter limitations, before topping

up with oil
18. Inspect right outboard wing for condition. Checil condition and security of deicer boot (iF installed) and access
panels.
20. Check stall warning transdueer for security
21. Check wing tip for condition and security
22. Inspect right aileran for dumage and security.
23. Inspect right outbaard nap far damage and security.
Change 4 13-175
MAINTENANCE MANUAL (66~11
Aerospace
Model 690 Apnl 7. 1986

INTERIM CHANGE NOTICE:
NOTE
This notice contains an intenm change to the Maintenance

Manuai and shouid be filed in the appmpRate Section of
the manual psndmp reeeipr of formal revision pages. It is
suggested that a reference to the inU8nm change be made
a4aoent to the appropriate partof the manual as a means
of aisnmg the reader to the addition or change to the
maintenance instrudions.
SUBJECT: hlAINTENANCE REQUIREMENTS, GENERAL INSTRUCTIONS AND MAINTENANCE LIMITS

SCHEDULE.
INSTRUCTIONS:
Add step 3(A to page 13-176 sa follows:
34A. CheeL leR honzontal stabilber and elevator for canrStioo and senulty.
Page 2 of 2
690
Seelion XIII MAINTENANCE MANUAL

inspections
e4 llemove exhaust pipe covel´•

e5 in.ipeet ri~ht erhaust pipe for condition, security anti Riirdom R´•om ohslluctioll
~G (´•lieck right wheel well anri main gear doors ibr conrlition, security and leaks
27 Inspect right main gear strut and actuating cyiinde, fbr condition and leaks
2X Chock strutexfension.lnd tire nl´•assm´•e are Fi)l’reet
28. Check brake unit ~oi´• condition and leaks
30 inspect right inbo;lrd flap for damages and sscul´•ity
ii. Cheek aEt tilselage right side for condition and secrity ol’neeoal panels.
:12 Check oxygen system indientol´• dise is intact
53 Cheek right horizontal stabililers and elevator fol´• c~mdition and security
54 Remove external rudder gust lock and inspect rudder and vel´•tieal stabilizers ~ol condition and secul´•it)
35. Chock baggage door for correct opernt~on and compurDment for condidon.
Sfi, inspect left inbourd nap for damage and security
37 Check left wheel well and main gear doors Far eondil:ion. security and leaks
38 Inspect left main gear strut and actuating cylinder ilr condition and leaks.
39 Checlr strut extension and tire pressure are correct.
40 Remove exhaust pipe cover.
42, inspect left exhaust pipe for condition, security and ii´•eedom from obstl´•uetions
43. Cheek hydraulic nuid contents adequate and cup secure.
WOTE
Flaps must be retracted lol´• an accurate quuntity check.
14 Inspect left autboard ilap for damage and security

45. Inspect left ailemn for damage and security.
46 Cheek wing tip for condition and security
47 Inspect left outboard wing for condition, check condiiian and security of deice boot (if installed) and access panels
43 Cheek left engine cawiing for eonditian and security. remove intake cover.
49 Inspect left engine inlet, compressor. temperature iensor and moisture drain far condition, security and freedom
Rom obstruction
in. Cheek propeller blades, boots (if installed) and spinners for condition iparticularty blades for nicks, gougss and
scmtehesl. security and leaks.
51 Turn propeller through manually and check ior iroedam of rotation and audibly for abnormal noises
cnurloN
Propeller si~aii onlE be rotated in the normal direction of

rotation.
82. Check engine oil level, check oil cap is secure. t0bsel´•ve caution note. regarding oil levels.l
53 Cherk forward Left iuselege and nose area ior condition, security oi panels and nuid leaks
54 Cheek main passenger door for condition and security.
55 Stow covers and rudder lacks in baggage bay
66. When fuel has settled. drain a minimum of 555 nliiiiiitars fuel sample fiom each drain point and check for the
presence oi water. Ilf water is present continue to drain until ail drain points are clear of warer.l
NOTE: THERE IS A
TEMPOIZA?EV
1
Irr. Il 131u(YI
THAT
13-176 Change 4
690
Inspeetions
Interior
57. Cheek cockpit and cabin area for condition and eo,rect secure stowage of loose equipnlent Emergmey axil secure
58. Check circuit breakers and switches in NORMAL position

59. Cheek oxygen masks and smoke goggles for condition and correct stowage.
60 Cheek oxygen for acceptable pressure (1500-1800 psi).
61 Cheek gear handle selected down.
62. Selectbottcry switch ON, check power ON
68. Check hydraulic pressure (470 psi minimum)
64. Cheek internal and external lighting las required).
65. Cheek fuel balance (gauges). Engine load is as required for night.
66. battery switch OFF, check power OFF
Select
67 Complete Maintenance Release res required).
Change 4 13-177
690
MAINTENANCE MANUAL
Inspections
TURN-AROUND INSPECTION
NOTE
~Pliia
insl,eetion may be performed by llight or maintenance
personnel
Fuel System
I. Itefuel airplane as renuired in accordance with Maintenance Manual. Section V Cheeir at fuel drains ibr presence
of u~atcr nftel´• fuel has settled.
2 Pxteriol´• aP nil´•pinne lot evidence of fuellenl~oye
9 P,,1 Ruantity gauges for readings enmp;irahlo with hnowli quantity in tanks.
Power Plants
n li.ngine cowl fail´•ings. panels, inspection doors and air scmpa For security and prol,er operatioll
5 gxhnust pipe and mountinb’~ur damage slid secm~i$.
B Oil tanks for correct oil level; filler caps Eol´• security iloil is below mhl´•lr, carry out a molol´•iny cycie.
observing limitations prior to toppil~g up with oil.
7 (:enerator inlet boots iii i,lstalled) fol´• seeul´•ity and c~ndition.
Propellers
8 I’lopellel´• blades fol´• riamiige Cheek deice boots iif i,lstalleri) fol´• security.
O. Hydrnalic reservoir ~ol´• specified nuurd level (Plaps nmrt be retracted for eorreet level check.i
Landing Gear
10. Lnnding gear &r damage; shock struts for leakage.

L1. IPires tbr elite. grease or oil. blisters, and aligninent olslippage marks.
12. T~xposed bmire lines and hose for d;lmoge and evidence of leakage.
~irtrame
LS. Airplane scoops, fnirings, panels, and doors for damage and security.
11 Wing. fuselage and ompennugo far damage.
15 Wing. hari~ontal stabililer,;oid vertical stabilizer surface deicers (ifinstailed) for secul´•ity and condition.
16 Windshield and windows ibr cleanliness, inside and out
17. Central surfaces and wing ilaps for damage. security and proper position.
18 Botleriea for leakageor overflow of oloetrolyle Li’om drain.
Is Cobin fol´• eleanliness.

20 i)is~osal eontainel´•s replaced. as roquil´•ed
21 nar drip trays emptied
22 R*cbarge oxygen bottle to 1800 psig ilprersm´•e is below 1000 pfiig.
25 Checlriist is available in cockpit.
24. All necessary documents nre on the airplane.
28 All loose equipment in pines and properly secured
26 All discrepancies noted during last flight are enlered in Mnintenanee neeords.
13-178 Change 4
690
MAINTENANCE MANUAL SectianXIII
Inspections
POSTFLIGHT INSPECTION
NOTE
Post Plight inspections should be carried out by qualified

maintenance personnel, who should make on the spot
corrections of any noted discrepancies or enter in carry
forward discrepancy lag
External
1. Inspect right Earward fuselage and nose area for damage and security.
2 Inspect nose lending gear strut for damage and leaks.
5. Inspect nose landing gear tire for cuts, wear and damage caused by oil and grease.
4. Clean polished surface of shock strut with cloth moistened with hydraulic fluid, and cheek for scratches and
distortion, check Ear correct extension,
5 Check security and condition of the nose landing gear retl´•acted mechanism and wheel well doors,
6. Check nose landing gear actuating cylinder and steering cylinder for condition and leaks.
7. Clieck nght ram air intake for freedom from obstruction.

8. Check nght pitot head for damage,
9. Inspect right cockpit windshield and window for damage and cleanliness.
10 inspect right passenger eompartment windows for damage and olsanliness.
it. Inspect right inbaard wing for damage and security oEpnneis.pnneis.
12 inspect right engine cowling for damage and security.
13 Inspect right propeller blades for damage, check boots (ifinstalied) for security.
14 Check deice brush blocks (ifinstalled) and electrical connections for damage and security.
15 Check spinner for damage and security.
16. Inspect engine air intake for damage and obstruction, cheek compressor temperature sensing probe for damage.
17. Check moisture drain for operation and freedom from obstruction
18. Install cover in air inlet
10. Check engine oil level, check oil cap is secure
c~unc.l
I E*UTION
If dipsticli shows ail Level below "ADD’: Erst carry out a
motoring cycle, observing starter limits, before topping up
with oil.
20 Cheek ice inspection light for damage

21 Inspect right outboard wing for damage and security, check deice boot (if installed) and stall transducer for
condition
22. Cheek wing for condition and security. Cheek position lights for damage. Check static wicks for security
23. Inspect right aileron for condition and security. Check freedom of travel. Cheek static wicks for security.
24. Inspect right authoard nap for condition and security.
25. Inspect right exhaust pipe for condition, security and freedom from obstruction. Install exhaust pipe cover.
26. Cheek right wheel well and main gear doors for condition, security and leaks.
27 Inspect right main gear strut for damage and leaks. Clean polished surface with cloth moistened with hydraulic
fluid Inspect for scratches and distortion Check actuating cylinders for leakage.
28 Check exposed hydraulic lines and hoses far damage and leaks.
29. Check bungees for resilieney and fraying.
90. Inspect tire far cuts, wear and damage caused by oil and grease.
31. Cheek brake unit for damage and leakage.
32. Inspect right inbaard nap for condition and security.
33. Check top surface of right wing far damage.
34 inspect right aft fuselage far condition and security.
35 Check oxygen system indicator disc is intact, check air conditioning inlet.
36 inspect right horiaontal stabilizer far condition and security.
Change 4 13-179
690
SectionXIII MAINTENANCE MANUAL
Inspections
57 Chock static wicks tbrsecurity Check deice boot iirinstalled) for condition
58. Inspect right elevator for eoiidition and
secul´•ity, cheek Freedom of travel Check static wiclrs for. recul´•ity
3Y Check vortical atabiluor ibl cullditio,l and security Check static wicks fol´• ~oeulib. Clieck ~lpiee boot liFinstalledi
For condition.
40 Inspect rudder ibr coariitioii andseeoi´•ity Check fieerlon~ of travel
41 Check static wicks fol´• security Insert external rudder gust lock.
42 inspect tail cone and skid For damage and security Checl~ position lights For damage.
45 Inspect loft elevator for condition and security. Choelr R´•oedom oltravel. Cheek static wicks BI´• security.
44 Inspect left horisontul stabili*er fol´• condition and security. Chock static wicks for Escul´•ity. Chock doice boot (if
installed) for condition.
45 Inspect loa alt ruaelnge fbr condition and secmily Cheek E.C.U, outlet duel is clear.
46. Checlr external powol´• connection for condition and sceul´•ity
47 inspect lower anti-cnllixinn light for damage.
48 Check baggage door For condition and security
40 Checlr baggage b;ly For condition and damage
50. Cheek battery overboard vents for signs of electrolyte leakage
61 Cheeli top surface oP loi% wing for. damage
52 inspect left inboard flap far condition and security
65. Check left wheel well and main gear door ior condition, security and leaks.
58 Checlr hydraulic reservoir level
55 inspect left gear strut for dainage and leaks Clean polished surface with cloth moistened witli hydraulic fluid.
inspect for scratches and distortion Cheek actuating cylinders for leakage
56 Cheek exposed hyriraulic lines and bases for damage and leaks
57. Check hungoes for ictiiiiency and fraying.
58. Inspect tire Fal´• cuts, wear a,ld dalnage caused by oil and grease.
59 Check brake unit for damage and leakage
60. Inspect left exhaust pipe For condition, security and fioodom from ubstruetian. Install exhaust pipe cover
61 Inspect left outhaard flap for condition and seearity
62. Inspect loft aiieron for eonditio,l sad seeu,´•ity. Check freedom of travel. Checir static Eo,´• fieeul´•ity.
63. Check wine tip for eundition.lnd sccm´•it). Check position lights fbr damage. Choclr static wicks fol´• socul´•ity
61. inspect left numonrd wing for damage and security. Check deiee boot (if installed) for condition.
65. Chocll loft engine cowling for condition and fieeurity. Cheek wing ico inspection light far damage.
66. Inspect engine ail intake for damage and oh%truetion. Cheek compressor, tumpcraturo sensing probe for damage.
67 Check moisture drain for operation and freedom fi´•om obstmction.
68 install cover in air inlet.
G9. Inspect left propeller blades for damage. clieek boots (ii installed) for security.
70. Check deico hru%h blocks (iPinstrlicd) and electrical collnections far damage and security
71. Cheek spinner for damage and security.
72. Inspect left inboard wing ibr damage and security.
73. Inspect left passenger eompartmenl windows for d;lmage and cleanliness.
74. Inspect main psssengel donl´• for operation and co,ldition.
78. Inspect left cockpit windshield and window for damage and cleanliness
76 Check left ram air intake for freedom from obstruction.
17. Check left pitot head for damage. install left and rig]lt pitot head covers.
Interio*
78 Check cockpit for cleanliness, instruments fur damage.

7Y. Select battery switch ON, check power ON
80. Cheek I’uei gauges for onbuald fuel remaining
81 Select baltery swiBll OFF, cheek power OFF.
82 Check cabin 81´• cleanliness, disposal containers emptied las required)
83 Service chemical toilet las required). Inspect and ele;ln overboard relief tube ins requiredl
84. Fit eonbol locks las required).
85. Cheek all documents and checklists are in place and secured.
86 Ensure all discrepancies noted during last fiieht.ll´•e entered in Maintenance necords and actioned as required
87 Complete Maintenance Documentation (as required)
15-180 Change 4
_~_
690
MAINKNANCE MANUAL xIII
Inspections
ROUTINE INSPECTION
NOTE
This Inspection should be carried nut by qualified

maintenance personnel and should be performed before the
next night when sevell consecutive calendar days have
elapsed since completion of the previous PostOighl
Inspection.
General
1 Cheek that all defects entered in the Maintenance Release have been cleared.
2 Cheek Carry I~arwnrd Defects are properly actioned (where applicable)
3 Cheek that all key lockable doors are unlocked
4. Check that landing gear and naps are safe, all switches OPP.
6 Cheek that servicing equipment is clear of control surfaces
6 Ensure that adequate fire precautions ore observed.
*irframe
7 Carry out a walk-around inspection of the fuselage, wings, empennage, night controls and engines, checking far
condition, fluid leaks and security of eowls and access panels.
8. Inspect wing and empennage deieer boots (ifinstalled) for condition and security.
9. Cheek stall warning vane far condition
10 inspect windshields, wipers, blades and cabin windows for condition and security
11 inspect static dischargers for condition and security.
12 inspect access and inspection panels for correct fitting and security.
13 Check oxygen system indicator disc is intact.
14. Inspect airframe intakes, vents and exhausts for condition, security and freedom from obstructions.
15. Inspect entry door hinges, locking mechanism and step for security and correct operation.
16 inspect baggage door looking mechanism and door for security and operation.
17. Inspect pitot heads and static vents for condition and freedom from obstructions.
is. Remove external rudder gust lock Attempt to move rudder Resistance to movement by the internal control lock
should be encountered. Install external rudder lock.
19. inspect radio antenna and attaehments, where visible, for condition and security.
20 Check landing gear struts, doors and wheel bays for condition and security, nuid leaks and struts for correct
infiation. Cleanpolished surface afshoek struts and actuating sudaees with a cloth moistened with hydraulic nuid
21. Cheek left landing gear strut ground contact switch for condition.
22. Cheek landing gear brake units, lines and hose, wheels and tires for condition and security.
23. Cheek bungees for resiliency and fraying.
24. Check tires for creep and correct innation.
25. Check nitrogen pressure gauge (424-526 psi G~een Arc).
Power Plant
26. Inspect engine inlets, compressors, temperature sensors, moisture drains, oil temperature control doors, and engine
exhausts for eandidon, security and freedom from obstruction.
NOTE
Covers are to be fitted over engine and other intakes except
during inspection or prior to start Up At all times following

removal of engine intake covers, the intakes shall be
inspected thoroughly for obstructions, and moisture drains
operated.
Change 4 13-181
690
SeEtion XIII MAINTENANCE MANUAL
Inspections
27 Inspect engine drains and oil cooler for eonditian and freedom from obstruction
28. Check propeller blades, boots and spinner far condition (psrticularly blades Dr nicks, gauges and scratches),
security and ail leaks.
29. Turn propellers through manually and check for Beedom ~,f rotation and audibly for abnormal noises.
cnurloN
The propeller shall ~i be rotated in the normal direetian

ofrototian.
30. Inspect generator inlet boots (ifinstalled) far secul´•itv.

51. Dmin both fuel supply line sumps. Ensure valve is closed after draining and aecesr door is closed and properly
latched.
52. Check engines for correct oil level. Cheek oil cap is secure.
~a;l
cnurlon
Ifdipstick shows oil level below "*DD", first carry out a

motoring cycle, observing starter limitations, before topping-
up with oil.
38. Cheek hydraulic nuid contents adequate and cap secure.
NOTE
Flaps must be retracted fol´• an accurate quantity check.
Alrcran Interior
84. Check cockpit and cabin for condition, cleanliness and correct secure stowage of Loose equipment. Emergency exit
secure.
35. Inspect toilet for condition and security. Seniice as required.

36. Check circuit breakers and switches in NORMAL petition.
37. Check oxygen masks and smoke goggles for condition and correct stowage.
38. Cheek oxygen for acceptable pressure (1600-1800 psi).
39. Cheek gear handle selected dawn.
40. Battery switch ON, cheek power ON. (A.P.U. may be used for prolonged applications of power).
41. Check hydraulic pressure (470 psi minimum).
42. Check pitot head and static port heating elements for operation. (30 seconds operation maximum).
43. Check interior and exterior lighting systems for correct operation.
44. Cheek indieatian and warning lamps far correct function
45. Inspect all instruments for condition and security. Cheek static indications are normal far ambient conditions with
power ON and OFF.
46. Battery switch OFF. Check power OFF. (A.P.U. OFF, if usedl.
47. Inspect night and engine controls for condition, freedom of movement, full travel through operating ranges and
tnms for proper instrument indication.
(8. Inspect seats, seat belts and crew harness for security. Cheek operation of fasteners for positive locking and quick
release.
49. Inspect first aid kits far condition and correct stowage.
60. Inspect fire extinguishers far correct stowage and intact seals.
61. inspect emergency flashlights far condition, security, and correct function.
62. Cheek night manual for correct stowage.
13´•182 Change 4
590
MAINTENb~NCE MANUAL SectionXIII
Inspections
53. Check spare electrical lamps far correct values anrl adequ;ae supply.
54. Wind and set clocks.
55. Inspect standby compass for condition, security and legibility of card.
66. Inspect cockpit checklist for condition and security.
57. Inspect life jackets For condition and validity.
88. Inspect microphones and headsets, including leads and plugs Far condition and security.
69. Carry out a fifteen (15) minute engine run and function hydraulic end air conditioning systems
60 Move airplane after engine run to avoid tire net spots.
61. Ensure all covers, etc., removed during inspection and engine run are installed, all lockable doors locked.
NOTE
if airplane ~B ~a be parked for a further per(od ot iahe. the

batteries should be disconnected as a precautionary
measure.
62. Complete Maintenance Release las required)
Change 4 13-185

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ATP

INDEX COPYRIGHT 2005

COPYRIGHT IS NOT CLAIMED AS TO ANY PART OF AN ORIGINAL WORK

"ATP" is a registered trademark of Aircraft Technical Publishers. All original

ALL RIGHTS RESERVED. NO PART OF THIS PUBLICATION MAY BE

ATP Grid Index to Manufacturer’s Publications:

Twi n Commander A/C

06/04/2004 Copyright Aircraft Technical Publishers Page 1 of 5

6 Landing Gear, Wheels and Brakes

06/04/2004 Copyright Aircraft Technical Publishers Page 2 of 5

Right Starter Generator Circuit

Engine Ind Sys Fuel Press.Oil Press,Engine Oil Temp

06/04/2004 Copyright Aircraft Technical Publishers Page 3 of 5

Battery Temperature Monitoring System

Dispatch Assurance Maintenance

06/04/2004 Copyright Aircraft Technical Publishers Page 4 of 5

06/04/2004 Copyright Aircraft Technical Publishers Page 5 of 5

ISSUED: 26 March 1976

REVISED: 18 May 2004

MODEL 690 MANUFACTURERS SERIAL NO.

6 See List of Effective Pages 5/~ 8/04 6/17/04 ATPIMG

ISec XIII Pg 161,176 4/7/86 6/25/86 ATP/EL

Sec XIII Pg 13-2, 13-3, 13-4,

ISec II Fig 2-12 1/15/87 4/15/87 ATP/GC

ISec IV Fig 4-12A

ISec IV Pg 4-24 7/20/89 8/22/90 ATP/J B

Twin commander Model 890

List of Etlectrve Pages

Subject Page Date Subject Page Date

Title 05/18/2004 1 1 2-16 11/23/1977

Introduction C 11123/1977 1 2-25 ~9104/19&1

D 11/23/1977 2-26 09104/1984

Illustrations ii 03/26/1976 Section 3 31 11RYi977

iii 03/26/1976 Hydraulics 3-2 11123/1977

iv 08/15/1982 3-3 11RY1977

Section 1 3´•7 ltRY1977

1-4 11R3/1977 511 11123/1977

1-5 11/23/1977 512 11123/1977

1-6 11/23/1977 1 5´•13 11r23/1977

1-7 1112311977 1 3-14 11/23/1977

1-8 11/23/1977 3-15 llRY1977

Section 2 2-1 11/23/1977 3-17 11/23/1977

Servicing 2-2 11/23/1977 3´•18 111;13/1977

2-3 11123/1977 1 519 llRY1977

2-4 11/23/1977 3-20 llRY1977

2-5 11/23/1977 1 ~1123/1877

2-5 11/23/1977 322 1~R3/1977

2-6 11/23/1977 3-23 11/23/1977

2-7 1112311977 324 llRY1977

2-8 11/23/1977 3-25 iil23/l977

2-9 11/23/1977 326 11/23/1977

2-10 11/23/1977 3-27 11RY1977

2-11 11/23/1977 3-28 11/23/1977

2-12 11123/1977 329 11/23/1977

2-13 08/15/1982 3-30 11/23/1977

2-14 09/04/1984 1 3-31 llRY1977

2-14A 08/15/1982 3-32 11123/1977

2-148 08/15/1982 3-33 11/23/1977

2-14C 0811511982 3-34 llRY1977

Insert Latest Revised Pages. Destroy Superseded Pages.

Twin commander Model 890

List ct Eftectlve Pages

4-17 11/23/1977 5-7 11/23/1977

4-48 09/04/1984 6-20 11/23/1977