Professional Documents
Culture Documents
Effective: 09/16/05 i
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC – MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
LOG of PAGES
INTRODUCTION SECTION 2
Page Date SERVICING &
i .......................................... 09/16/05 INSPECTION
ii .......................................... 09/16/05 (Continued)
iii .......................................... 09/16/05 Page Date
iv .......................................... 09/16/05 30 .......................................... 05/05/04
v .......................................... 05/25/05 31 .......................................... 05/05/04
vi .......................................... 09/16/05 32 .......................................... 05/05/04
vii .......................................... 09/16/05 33 .......................................... 05/05/04
viii .......................................... 09/16/05 34 .......................................... 05/05/04
35 .......................................... 05/05/04
SECTION 1 36 .......................................... 05/05/04
GENERAL 37 .......................................... 05/05/04
INFORMATION 38 .......................................... 05/05/04
Page Date 39 .......................................... 05/05/04
1 .......................................... 09/16/05 40 .......................................... 05/05/04
2 .......................................... 09/16/05 41 .......................................... 05/05/04
3 .......................................... 09/16/05 42 .......................................... 05/05/04
4 .......................................... 05/05/04 43 .......................................... 05/05/04
5 .......................................... 09/16/05 44 .......................................... 09/16/05
6 .......................................... 05/05/04 45 .......................................... 05/05/04
7 .......................................... 09/16/05
8 .......................................... 05/05/04 SECTION 3
9 .......................................... 05/05/04 HYDRAULICS
Page Date
SECTION 2 1 .......................................... 05/05/04
SERVICING & 2 .......................................... 05/05/04
INSPECTION
Page Date SECTION 4
1 .......................................... 09/16/05 POWERPLANT &
2 .......................................... 09/16/05 PROPELLER
3 .......................................... 05/05/04 Page Date
4 .......................................... 05/05/04 1 .......................................... 09/16/05
5 .......................................... 05/05/04 2 .......................................... 09/16/05
6 .......................................... 05/05/04 3 .......................................... 05/05/04
7 .......................................... 05/05/04 4 .......................................... 05/05/04
8 .......................................... 09/16/05 5 .......................................... 05/05/04
9 .......................................... 05/05/04 6 .......................................... 05/05/04
10 .......................................... 05/05/04 7 .......................................... 05/05/04
11 .......................................... 05/05/04 8 .......................................... 05/05/04
12 .......................................... 09/16/05 9 .......................................... 05/05/04
13 .......................................... 09/16/05 10 .......................................... 05/05/04
14 .......................................... 05/05/04 11 .......................................... 05/05/04
15 .......................................... 05/05/04 12 .......................................... 05/05/04
16 .......................................... 05/05/04 13 .......................................... 05/05/04
17 .......................................... 05/05/04 14 .......................................... 05/05/04
18 .......................................... 05/05/04 15 .......................................... 05/05/04
19 .......................................... 05/25/05 16 .......................................... 05/05/04
20 .......................................... 05/25/05 17 .......................................... 05/05/04
21 .......................................... 05/05/04 18 .......................................... 05/05/04
22 .......................................... 05/25/05 19 .......................................... 05/05/04
23 .......................................... 05/25/05 20 .......................................... 05/05/04
24 .......................................... 05/05/04 21 .......................................... 05/05/04
25 .......................................... 05/05/04 22 .......................................... 05/05/04
26 .......................................... 05/25/05 23 .......................................... 05/05/04
27 .......................................... 05/05/04 24 .......................................... 05/05/04
28 .......................................... 05/05/04 25 .......................................... 09/16/05
29 .......................................... 05/05/04 26 .......................................... 09/16/05
ii Effective: 09/16/05
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC – MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
LOG of PAGES
SECTION 4 SECTION 6
POWERPLANT & LANDING GEAR,
PROPELLER WHEELS & BRAKES
(Continued) (Continued)
Page Date Page Date
27 .......................................... 09/16/05 15 .......................................... 05/25/05
28 .......................................... 05/05/04 16 .......................................... 05/05/04
29 .......................................... 09/16/05 17 .......................................... 05/05/04
30 .......................................... 05/05/04 18 .......................................... 05/05/04
31 .......................................... 05/05/04 19 .......................................... 05/05/04
32 .......................................... 05/05/04 20 .......................................... 05/05/04
33 .......................................... 05/05/04 21 .......................................... 05/05/04
34 .......................................... 05/05/04 22 .......................................... 09/16/05
35 .......................................... 05/05/04 23 .......................................... 05/25/05
36 .......................................... 05/05/04 24 .......................................... 05/25/05
37 .......................................... 05/05/04 25 .......................................... 05/25/05
38 .......................................... 05/05/04 26 .......................................... 05/25/05
39 .......................................... 05/05/04 27 .......................................... 05/25/05
40 .......................................... 05/05/04 28 .......................................... 05/25/05
29 .......................................... 05/25/05
SECTION 5 30 .......................................... 09/16/05
FUEL SYSTEM 31 .......................................... 09/16/05
Page .......................................... Date
1 .......................................... 09/16/05 SECTION 7
2 .......................................... 09/16/05 FLIGHT CONTROLS
3 .......................................... 09/16/05 Page Date
4 .......................................... 05/05/04 1 .......................................... 09/16/05
5 .......................................... 09/16/05 2 .......................................... 09/16/05
6 .......................................... 05/05/04 3 .......................................... 09/16/05
7 .......................................... 05/05/04 4 .......................................... 05/05/04
8 .......................................... 05/25/05 5 .......................................... 05/05/04
9 .......................................... 05/05/04 6 .......................................... 05/05/04
10 .......................................... 05/25/05 7 .......................................... 05/05/04
11 .......................................... 05/05/04 8 .......................................... 05/05/04
12 .......................................... 09/16/05 9 .......................................... 05/05/04
13 .......................................... 09/16/05 10 .......................................... 05/05/04
14 .......................................... 05/05/04 11 .......................................... 05/05/04
15 .......................................... 05/05/04 12 .......................................... 09/16/05
16 .......................................... 09/16/05 13 .......................................... 09/16/05
14 .......................................... 09/16/05
SECTION 6 15 .......................................... 09/16/05
LANDING GEAR, 16 .......................................... 05/05/04
WHEELS & BRAKES 17 .......................................... 05/05/04
Page Date 18 .......................................... 05/05/04
1 .......................................... 09/16/05 19 .......................................... 05/05/04
2 .......................................... 09/16/05 20 .......................................... 05/05/04
3 .......................................... 05/05/04 21 .......................................... 05/05/04
4 .......................................... 09/16/05 22 .......................................... 05/05/04
5 .......................................... 09/16/05 23 .......................................... 05/05/04
6 .......................................... 09/16/05 24 .......................................... 05/05/04
7 .......................................... 05/25/05 25 .......................................... 05/05/04
8 .......................................... 05/25/05 26 .......................................... 09/16/05
9 .......................................... 05/25/05 27 .......................................... 09/16/05
10 .......................................... 05/05/04 28 .......................................... 09/16/05
11 .......................................... 05/05/04 29 .......................................... 09/16/05
12 .......................................... 05/25/05 30 .......................................... 09/16/05
13 .......................................... 05/25/05 31 .......................................... 09/16/05
14 .......................................... 05/25/05 32 .......................................... 09/16/05
iv Effective: 09/16/05
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC – MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
LOG OF REVISIONS
Rev. FAA FAA
Section Pages Description of Revision
No. Acceptance Date Accepted
NEW JUL 26, 2004 ALL ALL NEW BOOK C. Lorenzen
Prelude i Revise cover.
ii, iii, iv Revise log of pages.
vi Revise log of Revisions.
Effective: 05/25/05 v
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC – MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
LOG OF REVISIONS
Rev. FAA FAA
Section Pages Description of Revision
No. Acceptance Date Accepted
Forward i Revised Cover Sheet
ii-iv Revised Log of Pages
vi & vii Added R2 Log of Revisions
viii Added paragraph
Section 1 Updated Table of Contents
1 2 Added phone ext., added dual
cockpit aft CG limit
3 Updated wing area for extension
5 Reworded Cockpit to reflect dual
cockpit. Corrected wing tank
location
6 Corrected wheel size
Section 1&2 Updated Table of Contents
2 8 Added P & W Service phone #
12 Corrected fuel specifications,
improved description of fuel drains
13 Added Caution
44 Revised Torque Chart
Section 1&2 Updated Table of Contents
4 3 Added dual cockpit engine
statement
R2 25 Clarified wording
26 Corrected figure reference
27 Clarified chart reference
29 Corrected max continuous HP
Section 1 Updated Table of Contents
5 2 Deleted redundant wording,
clarified fuel gauge operation
3 Added specific drain instructions
5 Re-formatted chart for clarity
12 Added Figure reference
13 Changed Note to Caution
16 Added Figure
Section 1&2 Updated Table of Contents
6 4 Changed sentence to Warning
Expanded instructions in H. & B.
Added Warning to C.
5 Added instructions in K.
6 Added C., sealing instructions
15 & 16 Consolidated Brake Lining
Conditioning Procedures
22 Updated Figure 6-1
30 & 31 Added new Figures
vi Effective: 09/16/05
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT INC
MODEL S2RHG-T65 TURBO THRUSH
AIRPLANE MAINTENANCE MANUAL
Rev. FAA FAA
Section Pages Description of Revision
No. Acceptance Date Accepted
Section 1&2 Updated Table of Contents
7 9 Deleted unnecessary sentence
12 Corrected torque values
13 Added rigging tolerance
14 & 15 Corrected/clarified splice fitting
removal instructions
26 – 40 Re-ordered Figures
INTRODUCTION
This publication provides information for the Thrush Aircraft, Inc. Model S2RHG-T65
Turbo Thrush Aircraft. Installations or equipment will vary from model to model due to
the wide range of optional equipment. The information contained within this manual is
based on data available at the time of publication and will be kept current by changes or
service publications.
This manual contains information on aircraft systems and operating procedures required
for safe and effective maintenance. It shall not, however, be used as a substitute for
sound judgment.
In this manual:
*** WARNING *** Indicates a strong possibility of severe personal injury or loss
of life if instructions are not followed.
** CAUTION **
Detailed descriptions of standard workshop procedures,
safety principles and service operations are NOT included in
this manual. Please note that this manual DOES contain
warnings and cautions against some specific service
methods which could cause PERSONAL INJURY or could
damage an aircraft or MAKE IT UNSAFE. Please
understand that these warnings cannot cover all conceivable
ways in which service, whether or not recommended by
Thrush Aircraft Inc., might be done or of the possible
hazardous consequences of each conceivable way, nor
could Thrush Aircraft Inc. investigate all such ways. Anyone
using service procedures or tools, whether or not
recommended by Thrush Aircraft Inc., must satisfy himself
thoroughly that neither personal safety nor aircraft safety will
be jeopardized.
Changes to this manual accomplished under the latest revision are marked with a solid
vertical line next to the change in the page margin. Formatting changes, minor wording
changes and correction of minor typographical errors are not marked as changes. If the
page is new or completely revised, only the effective date will be updated.
All information contained in this manual is based on the latest product information
available at the time of printing. We reserve the right to make changes at any time
without notice.
SECTION 1
GENERAL INFORMATION
TABLE OF CONTENTS
GENERAL DESCRIPTION
The Thrush Aircraft Inc Turbo Thrush is designed especially for agricultural flying. It is a
monoplane featuring a full cantilever low wing and all metal construction. The design and
construction of the airframe components assure all structural integrity, flight safety, and
minimum maintenance requirements. The Turbo Thrush is designed for the highest crash
load factors in the industry. Safety and reliability of operation and maximum pilot crash
protection are proven and effective features of the design. The high strength overturn
structure is a proven design. The fuselage and overturn structure, constructed throughout
of chrome-moly steel tubing, is immensely strong in the cockpit area.
CONTACT INFORMATION
For further information related to this manual, please contact our Product Support
Manager at(229) 883-1440 extension 524.
PRINCIPAL DIMENSIONS
GENERAL
WING
Type Full Cantilever
Airfoil Section NACA 4412
Dihedral 3.50 Degrees
C. G. Range (See Airplane Flight Manual for pertinent data)
Forward Limit at 7600 pounds and below is
22.5 inches aft of datum.
Forward Limit
Forward Limit at 10500 pounds is 26 inches
aft of datum with straight line variations to
7600 pounds at 22.5 inches.
29.0 Inches Aft Of Datum
Aft Limit 28.0 inches for dual cockpit
Datum Datum Is The Leading Edge Of The Wing.
Aileron Travel
-Up 21 Degrees ±1 Degree
-Down 17 Degrees ±1 Degree
Flap Travel Down 15 Degrees ±1 Degree
AREAS
AIRCRAFT STRUCTURE
FUSELAGE
The fuselage is comprised of a welded tubular steel frame, fiberglass hopper, and
detachable skins. An overturn structure forms an integral part of the fuselage frame. The
frame structure, fittings, bushings, brackets, and so forth are fabricated from 4130
chrome-moly seamless steel tubing.
As a corrosion preventative, hot linseed oil is pumped throughout the entire welded
structure. On an average, 12 gallons are pumped into the frame and 11 to 11 ½ gallons
drain out, leaving a residual coating on all members. The exterior of the frame is
sandblasted, etched, and primed, which is followed by two coats of polyurethane paint
that is resistant to chemical reaction.
The fuselage is covered with heat treated Alclad panels attached with camloc fasteners.
Side skins can be removed using only a screwdriver, thus exposing the fuselage frame
for thorough cleaning and inspection. All skins are supported clear of the fuselage tubing
to prevent accumulation of corrosive chemicals. The seams and lap joints of the skin
panel support structure are sealed with a special compound to eliminate chemical action
between the mating surfaces. Each skin panel is etched, primed, and painted before
assembly to insure complete coverage. All bottom fuselage skins around the hopper
opening and aft to the tail post are made of stainless steel. The skin fasteners in the high
corrosion areas are also stainless steel.
WING
The wing has a constant chord of 90 inches, and is all metal, full cantilever design. The
massive main spar is a tension field beam structure constructed from Alclad webs and
high strength heat-treated steel caps. All wing skins, ribs, and leading edges are
constructed from Alclad heat-treated material. The leading edge structure is made
especially strong to minimize denting and is riveted with universal rivets for strength. The
fuel tanks, which are located in the inboard section of the wing, are an integral part of the
structure. Close pitch riveting of the seams, substantial reinforcement, and flexible
sealants minimize chances of rupture in crash conditions. Drain holes are provided in
adjacent bays to prevent accumulation of fuel in the event of a leak. The ailerons and
flaps are all metal construction and are hinged on ball bearings. The flaps are electrically
operated by push rods and are completely sealed against chemical entry. Flap hinges
are stainless steel.
EMPENNAGE
The horizontal stabilizer, elevator, rudder and vertical fin are an all-metal structure. All
skins, ribs and leading edges are constructed from alclad material. The movable surfaces
are hinged on sealed bearings that can be easily replaced. The rudder and the elevator
have aerodynamic balances that are protected by overhangs on the fixed surfaces.
COCKPIT
There are two choices of the enclosed cockpit canopies for the Turbo Thrush (1) the
SINGLE cockpit canopy or (2) the DUAL cockpit canopy. The overturn structure of both
is exceptionally strong and welded to "hard points" in the fuselage frame. The forward
bracing supports the windshield support channels and is welded to a lateral tube that is
curved to provide more head clearance. The fiberglass canopy shell has extra thickness
on the top portion and is well attached to the extra large steel tube structure so that it will
serve as a skid in case of overturn. The large canopy doors permit easy entrance to one
or both cockpits. The doors should not be removed for flight, as the aircraft performance
will be lowered. The cockpit seat belts are anchored to the seat structure, and the
shoulder harnesses are secured to a steel channel at the bottom of the seat structure.
The seats adjust vertically. The rudder pedals adjust fore and aft. The windshield is a
three-piece construction. The center section is tempered safety plate glass for better
resistance to scratching and is enclosed in a stainless steel frame. The windshield side
panels are Plexiglas and are curved to provide streamlining.
AIRCRAFT SYSTEMS
HYDRAULIC SYSTEMS
The hydraulic system consists of two master brake cylinders with hydraulic lines
connecting the master cylinders to the wheel brake cylinders. Applying toe pressure on
the rudder pedals actuates the master cylinders, which are located just aft of the pilot’s
rudder pedals. A small reservoir is incorporated within each master cylinder to supply the
system with brake fluid.
POWER PLANT & PROPELLER
The Turbo Thrush is powered by the PT6, a lightweight free turbine engine incorporating
a reverse flow combustion path, designed for aircraft propulsion use. It utilizes two
counter rotating turbine sections. One drives the compressor, and the other drives the
propeller through a reduction gearbox. The latter turbine is "free" or independent of the
compressor turbine. More recent and higher-powered models incorporate a two-stage
free turbine. The PT6 has been produced in several models and has been adapted to a
multitude of uses.
The propeller has five blades mounted on a hollow hub, in the front end of which is a
servo-piston that moves forward under servo-oil pressure or rearward under feather
return spring pressure, assisted by counterweights. There are five links from the servo-
piston, one going to each blade root. These links transmit forward motion of the servo-
piston to the blade roots and pivot the blades in the decrease pitch direction. When
servo-piston pressure is relieved, the servo-piston moves rearward under feather return
spring pressure and pivots the blades in the increase pitch direction. This action is
assisted by centrifugal force of the counterweight on each blade root.
FUEL SYSTEM
A 230-gallon fuel supply is available for the Turbo Thrush. In each wing, fuel is contained
inside integral wing tanks (wet wing fuel tanks) just outboard of the wing walks. The left
wing and right wing fuel tanks are interconnected through a 5 U.S. gallon header tank that
is located in the fuselage. The fuel supply lines, to the engine, are routed from the header
tank outlet finger screen through a fuel shutoff (on/off) valve to an electric driven fuel
boost pump.
The electrically driven fuel boost pump serves two purposes, first as a backup system to
provide continuous fuel pressure to the engine high pressure fuel pump in case the
engine driven fuel boost pump fails and secondly to provide boosted fuel pressure to the
engine high pressure fuel pump during engine starting. The electric driven fuel boost
pump discharge is then routed through a 25-micron main fuel filter to an engine driven
fuel boost pump.
The aircraft’s fuel system is equipped with two fuel filters, a ¼ inch mesh finger strainer is
installed in the outlet fitting from the header tank and a 25-micron, airframe supplied, main
fuel filter located on the forward L/H side of the firewall. Fuel from the aircraft fuel system
enters the engines high pressure fuel pump which has two fuel filters of its own, an 74-
micron inlet filter and a 10-micron discharge filter (refer to the engine appropriate
maintenance manual for pertinent maintenance details for the engine supplied filters and
fuel system).
The fuel tank vent system is designed to keep the fuel spillage to a minimum. The fuel
tanks are vented through tubing connected at both the inboard and outboard ends of the
individual fuel tanks to the centrally located vent system in the fuselage. Ram air enters a
vent scoop, on the fuselage, under the left wing and pressurizes the vent system to
maintain positive pressure on the fuel tanks. The vent system is provided with two quick
drains, located on the fuselage under each wing, to drain any fuel that might happened to
have got in the tanks outboard vent lines.
At engine shutdown, fuel from the start control unit or the flow divider/dump valve, located
at the 6 o’clock position on the engine fuel nozzle manifold, is directed to a residue fuel
reservoir “EPA tank” mounted inboard on the L/H aft shin skin. This reservoir holds
approximately 3 engine shutdowns worth of fuel before the fuel will exit the reservoir vent
system. (NOTE: This reservoir should be emptied after each engine shutdown.) (NOTE:
It is common and normal after an engine compressor Water Wash or Performance
Recovery Wash to have water or soap appear in the reservoir’s drained waste fuel.)
The fuel quantity gauge is located on the lower left instrument panel. The fuel quantity
indicating system consists of two transmitters, one indicator gauge, and an L/H or R/H
tank fuel quantity selector switch. A transmitter installed in each wing tank transmits an
electrical signal to the single fuel quantity indicator. The instrument reads both the left
and right fuel tanks singularly as chosen by the electrical control switch, adjacent to the
fuel quantity indicator gauge on the instrument panel.
The two fuel tanks are serviced through filler ports located on the top of both wings. The
filler ports incorporate security chains to prevent the loss of the fuel caps. Service the
aircraft from refueling facilities that utilize proper ground handling equipment and filter
systems to remove impurities and water accumulation from the bulk fuel. If filtering
facilities are not available, filter the fuel through a quality high-grade chamois. Fuel tanks
should be serviced after the last flight of each day to reduce condensation and allow any
entrapped water accumulations to settle to the fuel system drains, to be removed, prior to
the next flight.
Prior to the first flight of the day the header tank and fuel filter should be drained to check
for the presence of water or sediment in the fuel system. If there is a possibility, at any
time, that any tank may contains water, the header tank and fuel filter should be drained
as necessary to ensure no water exists in the fuel system. For fuel system servicing
The standard 24 volts and 105 amp electrical system consists of the starting system, the
navigation lights, the wiper/washer system, and the strobe lights. The landing lights, the
working lights, and the air conditioner system are optional. The landing and working
lights may be installed in the field, since the wiring for them is included in the standard
wire bundle. The electrical system obtains power from two 24-volt batteries and one
starter/generator. An external power receptacle is standard equipment and may be used
for connecting a 24-volt ground power unit to the aircraft for engine starting or
maintenance. The ground start system utilizes the master relay so that starting is
accomplished by engaging the starter switch.
AIRCRAFT WEIGHT & BALANCE
Refer to S2RHG-T65 Flight Manual for aircraft weight and balance information.
SECTION 2
GROUND HANDLING
TOWING
Movement of the aircraft on the ground may be accomplished as follows:
A. Pull and guide the aircraft by means of a tow bar with the tail wheel unlocked.
B. Attach a rope harness to the main gear when there is a need to tow the aircraft
forward through snow or over soft and/or muddy ground.
TAXIING
Before attempting to taxi the aircraft, maintenance personnel should be checked out by
qualified personnel. When it is determined that the propeller area is clear, apply the
power to start the taxi roll and perform the following:
A. Push the stick full forward to unlock the tail wheel.
B. Taxi a few feet and check the brake operation.
C. While taxiing, make slight turns to determine that the tail wheel steering is
operative.
D. Avoid taxiing over ground of loose stones, gravel, or other loose material that
may cause foreign object damage to the propeller or to other aircraft in the area.
E. You may taxi with the power lever in the Beta region to govern ground speed.
Observe all engine operating limits.
PARKING
Head the aircraft into the wind and set the parking brake. Do not set the parking brake
during cold wet weather because the accumulated moisture may freeze in the brakes. Do
not set the parking brake if the brakes are overheated. Install the internal control lock.
Place the chocks under each main wheel.
MOORING
Park aircraft as previously outlined. In winds up to 20 knots, secure the aircraft at the
wing tie down rings. For winds above 20 knots, tie the tail and main gear as well as the
wings. Install external control surface locks. Be sure to tie the propeller down to prevent
it from wind milling with zero oil pressure. The aircraft should be placed in a hangar when
wind velocity is predicted to exceed 50 knots. When mooring aircraft, use 3/4-inch manila
or nylon rope. A clove hitch or other anti-slip knot should be employed. If a manila rope
is used for tie down, allow enough slack to compensate for contraction of the rope fiber
without damaging the aircraft.
JACKING
Jack points are provided on each main spar and located at wing stations 120 & 193.38.
When using the jack points to lift the aircraft, all hopper loads should be removed. (Fig. 2-
1) A jack point is also provided on the tail wheel trunnion attach fitting on the lower left
longeron.
LEVELING
The aircraft may be leveled by raising the tail to an approximate level flight position and
by supporting the tail on a stable jack or platform. Adjust the height of the tail wheel until
the left-hand lower longeron located under the cockpit is level.
Maintenance Procedures. Fill the fuel tanks immediately after flight. If shelter is not
available, tie the aircraft down and install covers on all vents, openings, etc. as required.
ENGINE FIRES
The following Dry Motoring Run procedure is used to clear an engine at any time when
deemed necessary to remove internally trapped fuel and vapor or when there is evidence
of a fire within the engine. Air that passes through the engine serves to purge fuel, vapor,
or fire from the combustion sections, the gas generator turbine, the power turbine, and the
exhaust system.
A. Fuel Condition Lever - Cut Off
B. Ignition Switch - Off
C. Master Switch - On
D. Fuel Shutoff Valve - On
E. Fuel Auxiliary Pump Switch - On
F. This will provide lubrication for the engine-driven fuel pump.
G. Engine Starter Switch – On
ELECTRICAL FIRES
Circuit breakers will automatically trip and stop the current flow to a shorted circuit.
However, as a safety precaution in the event of an electrical fire, turn the battery switches
to off. Use a fire extinguisher approved for electrical fires to extinguish the flame.
STARTING ENGINE
Use the following procedure to start the PT6A engine.
A. Battery and Generator Switches - On
B. Power Lever - Idle
C. Propeller Lever – Feather
D. Fuel Condition Lever - Cut Off
E. Fuel Shutoff Valve – On
F. Fuel Auxiliary Pump Switch - On
G. Fuel Inlet Pressure Indicator - Check 5 PSIG Minimum
H. Engine Starter Switch – On. The minimum speed to obtain a satisfactory light is
13% Ng.
I. After approximately 5 seconds of motoring at the stabilized gas generator speed,
turn the Ignition Switch On and move the Condition Lever to the Ground (low)
idle position.
J. Observe that the engine accelerates normally to idle RPM and the maximum
allowable inter-turbine temperature-starting limit is not exceeded.
** CAUTION **
*NOTE*
HYDRAULIC SYSTEM
The hydraulic system consists of two master brake cylinders and the necessary hydraulic
lines connecting the master cylinders to the wheel brake cylinders. Applying toe pressure
on the rudder pedals actuates the master cylinders, which are located just aft of the pilot’s
rudder pedals. Refer to Section Six for brake servicing procedures.
** CAUTION **
* NOTE *
cold oil level is the Maximum Cold mark on the dipstick. The
normal hot level is Maximum Hot mark on the dipstick. A
dipstick reading of 3 will indicate that the system requires 2
U.S. quarts to replenish to normal level if the oil is cold. If the
oil is hot, it will take 3 U.S. quarts to replenish.
4. If the engine is nose high or nose low, compensation must be made to
avoid over or under servicing.
B. If the oil level is too low to register on the dipstick due to possible excessive
consumption or if low or fluctuating pressures have been recorded, refer to
Troubleshooting - Lubrication Problems in the Pratt and Whitney Maintenance
Manual for the action to be taken. After that has been accomplished, proceed as
follows to check the oil level.
1. Fill the oil tank to the appropriate normal level. Record the quantity of oil
added to the system.
2. Install the filler cap and dipstick. Ensure that the cap is locked securely.
3. Run the engine idle for approximately 5 minutes.
4. Check the oil level.
5. Check the oil filter per applicable Pratt & Whitney Maintenance Manual.
C. On engines which have remained stationary for a period of 12 hours or more,
proceed as follows to check the oil level.
1. Start the engine and run at idle speed for a minimum of 2 minutes.
2. Feather the propeller.
3. Shut down the engine.
4. Check the oil level.
D. Recommendations for oil change intervals are based on the performance of
specific brands of oil, specific types of oil, specific engine models, and specific
operating criteria. General oil change intervals may be extended periodically and
will be reflected by revisions to the Pratt and Whitney Engine Service Bulletin
13001. Permission for extension of oil drain intervals may be granted to
operators through monitoring programs, which are conducted by most major oil
companies that have been approved by Pratt and Whitney Canada. Service
Bulletin 13001 will be revised periodically to include newly approved oils. Refer
to Figure 2-8 for the locations called out in the following procedure.
1. Place suitable containers or drip pan under the engine.
2. Remove lock wire from the main oil tank’s drain plug (Figure 2-8, #6) from
boss on compressor inlet case. Remove drain plug. Discard the preformed
packing. Also drain oil at drain port on left shin skin (on aircraft equipped
with quick drain).
3. Remove the rear case drain plug (Figure 2-8, #2) from the six o'clock
position on the rear face of the accessory gearbox housing. Discard the
preformed packing.
4. Remove the chip detector (Figure 2-8, #3) from the six o'clock position on
the reduction gearbox front case. Discard the preformed packing.
5. Visually examine the drained oil for the presence of foreign matter.
E. Refill the oil tank by accomplishing the following procedures.
1. Install the chip detector with new preformed packing on the reduction
gearbox. Torque chip detector body 45 to 55 lb. in. and lock wire.
2. Install rear case drain plug with new preformed packing in the accessory
gearbox housing. Tighten and torque to 215 to 240 lb. in. and lock wire.
3. Install the drain plug with the new preformed packing in the bottom of the air
inlet case and lock wire. Install a cap on the drain port on the left shin skin
(on aircraft equipped with quick drain) and lock wire.
4. Fill the oil tank with the specified oil to the level of maximum graduation on
the dipstick.
F. Install the filler cap and dipstick assembly in the oil tank. Ensure that the cap is
locked securely.
1. Start the engine and run at idle for approximately 2 minutes to circulate the
oil through the system.
2. Feather the propeller.
3. Shut down the engine.
4. Check the oil level in the tank. Replenish, as required, to the normal level
on the dipstick.
5. Install the filler cap and dipstick assembly in the oil tank. Ensure that the
cap is locked securely.
G. If an engine is to be operated with an oil brand or type that differs from that on
which it previously operated or if the oil system has been contaminated by other
than metallic matter, the oil system should be flushed by following the steps
below:
1. Place suitable containers or drip pan under the engine.
2. Remove the oil drain plug or chip detector from the reduction gearbox and
the plugs from the inlet case and the accessory gearbox housing.
** CAUTION **
6. Start engine and run at idle speed for a minimum of two minutes.
7. Feather the propeller.
8. Shut down the engine.
9. Repeat Steps 1. through 3.
10. Remove the main oil filter. Clean or replace the filter and reinstall.
11. Remove the reduction gearbox oil strainer and clean. Reinstall the strainer.
12. Reinstall all engine drain plugs and the chip detector. Tighten, torque, and
lock wire.
13. Repeat Steps 5. through 8.
14. Check the oil levels and replenish, as necessary.
15. Install the filler cap and dipstick assembly in the filler tube. Ensure that the
cap is correctly installed and locked.
** CAUTION **
FUEL SYSTEM
A. Refuel the aircraft with fueling facilities that contain filters for removing the
moisture content from the fuel. If the fueling facilities with filters are not available,
filter the fuel through a good grade of chamois. The fuel tanks should be
serviced after the last flight of the day to allow maximum time for the moisture to
reach the header tank. Service the aircraft with Jet A, Jet B, JP-4, or JP-5. If jet
fuel is not available, aviation gasoline MIL-G-5572 (all grades) may be used for a
maximum of 150 hours between overhauls. For the Restricted Category, service
the aircraft with Jet A, Jet B, JP-4, JP-5, or automotive diesel number 1D or 2D in
accordance with P&WC Specifications CPW204, CPW 46 and CPW 381.
Automotive diesel fuel is approved only for flights when the free air temperature
is above +20 degrees Fahrenheit use grade #1D or +40 degrees Fahrenheit use
grade #2D.
* NOTE *
B. Three fuel drain points are provided to allow fuel draining in order to extract the
moisture and sediment entrapped in the system. The drains are located at the
bottom of each wing tank, the header tank, and firewall fuel filter (Fig. 2-3). Also
provided are two fuel vent drains, located on each side of fuselage under the
wings (see Fig. 2-4). Finally, a drain port is provided to drain the residual fuel
reservoir. At engine shutdown, fuel from the flow divider/dump valve, located at
the 6 o’clock position on the engines fuel nozzle manifold, is directed to a
residuel fuel reservoir “EPA tank” located on the L/H cowl shin skin. This
reservoir holds approximately 3 engine shutdowns worth of fuel before the fuel
will exit the reservoirs’ vent system. All fuel drains should be drained prior to the
first flight of the day. Drain a small quantity of fuel into a transparent container to
permit inspection for the presence of moisture or sediment. The fuel should then
be drained until all evidence of moisture or sediment disappears.
* NOTE *
* NOTE *
** CAUTION **
DEFUELING
During the defueling operation, jet fuel fumes are present; therefore, extreme caution
must be exercised to prevent fire hazards.
D. Close the drain valves and move the fuel containers to a safe distance from the
aircraft.
E. Verify that all the drain valves are closed.
INDUCTION SYSTEM
The prime difference between the agricultural and a normal installation is the air cleaning
system incorporated in the engine air intake system. The air filter is located below the
engine air inlet plenum between the center and rear fire seals and is a washable reusable
barrier type filter.POWER PLANT INTERNAL CLEANING
Refer to Pratt & Whitney Canada Maintenance Manual for proper internal cleaning.
** CAUTION **
TIRES
Tires should be inspected for proper inflation, breaks, cuts, and foreign objects in tread,
flat spots and exposed cord. Replace tire if there is any question of its reliability. Proper
inflation is necessary for maximum tire life. Maintain 29x11-10pr main wheel pressure at
a minimum of 40 psi to a maximum of 62 psi, depending on the load and runway
conditions. 6.00-6 8pr tail wheel tire pressure should be 55 psi maximum. The wheels
and tires are balanced assemblies. If tires are suspected of being out of balance, they
may be balanced on automotive type balancing equipment. If aircraft is out of service,
rotate tires every seven days to prevent flat spots from developing.
BRAKE BLEEDING
Brake bleeding should be performed when air is suspected of being entrapped in brake
lines. See Section Six for brake bleeding procedures.
INSPECTION
Only the items to be inspected are listed and details as to how to check or what to check
for are generally excluded. Those checks can be found in specified Section of this
manual.
*NOTE*
INSPECTION CHART
PROPELLER
Daily
HRS
HRS
HRS
100
400
50
(Refer to Hartzell Manual #139 Propeller Owner’s Manual and
Logbook.)
X
1. Remove the spinner and check for cracks.
X
2. Check the back plate for cracks and corrosion.
X
3. Check for grease and oil leaks.
X
4. Check the pitch rods and lock nuts
X
5. Check the condition of the reverse return springs.
Daily
HRS
HRS
HRS
PROPELLER
100
400
50
(Continued)
ENGINE EXTERNALS
Daily
HRS
HRS
HRS
100
400
50
Daily
HRS
HRS
HRS
100
400
50
ENGINE EXTERNALS (Continued)
** CAUTION **
Do not mix different brands or types of oil when
changing oil or when replenishing the oil between
oil changes.
Daily
HRS
HRS
HRS
100
400
50
ENGINE OIL SYSTEM (Continued)
Daily
HRS
HRS
HRS
100
400
50
OIL COOLER AUGMENTATION (GROUND)
HRS
HRS
HRS
100
400
50
Daily
HRS
HRS
HRS
100
400
ENGINE FUEL SYSTEM (Continued)
50
* NOTE *
On new aircraft, check the filter after each flight
until there is no evidence of contamination. Check
the filter after the first flight or ground run when
any upstream component is replaced.
*NOTE*
When a engine problem is found, refer to the
appropriate section in the Pratt and Whitney
Maintenance Manual.
HRS
HRS
HRS
100
400
50
IGNITION SYSTEM
Daily
HRS
HRS
HRS
100
400
50
PNEUMATIC SYSTEM
Daily
HRS
HRS
HRS
100
400
50
AIRFRAME FUEL SYSTEM
HRS
HRS
HRS
100
400
50
Daily
HRS
HRS
HRS
100
400
MAIN LANDING GEAR (Continued)
50
Check the master cylinders, parking brake valves,
5. brake lines, brake calipers, all brake fittings, and X
brake bleeders for leakage, general condition, and
security.
Check brake fluid level in each master cylinder
6. X
and top off with fresh MIL-H-5606 aviation
hydraulic fluid as required.
Check the operation and holding ability of the
7. X X
pedal and parking brakes. Bleed hydraulic
systems if required.
Daily
HRS
HRS
HRS
100
400
50
TAIL GEAR
Daily
HRS
HRS
HRS
100
400
50
TAIL GEAR (Continued)
Daily
HRS
HRS
HRS
100
400
50
FUSELAGE SKINS
Daily
HRS
HRS
HRS
100
400
50
HOPPER
HRS
HRS
HRS
100
400
50
WINGS
Daily
HRS
HRS
HRS
100
400
WINGS (Continued)
50
4. Inspect the wing skins for cracks, loose rivets, X
general condition of the paint, and corrosion.
Annually
portion of the wing inspection is complete. If
9. cracks are found remove the splice blocks before
next flight and inspect the lower spar cap for
cracks in accordance with Thrush Aircraft Inc.
Service Bulletin SB-AG-39. If cracks are found in
spar cap contact Thrush Aircraft Inc for possible
repair or replacement. If no cracks are found in
spar cap, replace the cracked splice blocks with
new units. Refer to Section VIII “Wing Removal”
for splice block removal and installation.
Daily
HRS
HRS
HRS
100
400
50
FUSELAGE FRAME
Daily
HRS
HRS
HRS
100
400
50
CONTROL SYSTEMS
Daily
HRS
HRS
HRS
100
400
50
METAL EMPENNAGE
HRS
HRS
HRS
100
400
50
Daily
HRS
HRS
HRS
100
400
AILERONS AND FLAPS (Continued)
50
5. Check security of all bolts. X
Daily
HRS
HRS
HRS
100
400
50
COCKPIT
Daily
HRS
HRS
HRS
100
400
50
ELECTRICAL SYSTEM
5.
Check the battery’s vent hoses for security and X
deterioration.
CORROSION CONTROL
The lower part of the aircraft is painted with ultra gloss polyurethane. The forward upper
glare shield part is painted with flat black polyurethane. The fuselage frame is painted
with a primer, and then painted with a gray ultrathane.
All repairs involving refinishing should be painted to the original specifications. The
following procedures should be carried out step by step.
A. Sand part to bare metal using 180 grit paper or finer. Avoid removal of cladding
with the Alclad parts, whenever possible.
B. Thoroughly clean area with isopropyl alcohol, a solvent, or thinner. Allow time to
dry.
C. Apply one thin spray coat of Epoxy primer with Epoxy hardener. Allow time to dry.
D. Mix the required quantity of Polyurethane (follow the directions on the can) with
the prescribed amount of activator. Spray a smooth and even coat directly onto
the primed surfaces. Apply at least two coats and allow time for drying between
the coats.
* NOTE *
Certain chemicals cannot be removed effectively by
detergent solutions. Special cleaning agents are
available for that purpose. It is suggested that the
chemical suppliers be contacted for cleaning
agents that are suitable for those special needs.
A regular and thorough cleaning of both the interior and exterior of the aircraft is a major
part of corrosion control. All areas of the aircraft are accessible for cleaning by removal of
the panels. The cleaning procedure that follows is recommended for general purposes.
A. Wash all exterior surfaces of the aircraft with plain water and any commercial
soap or detergent. Soap and detergent are organic chemicals, and it is important
that all traces be removed by flushing with plain water.
B. Detach all removable panels from the aircraft. Wash down the rear fuselage aft
of the wing trailing edge. Tube joints, skin bends, and so forth should receive
particular attention. Remove excess moisture after flushing.
C. The forward fuselage and engine section should not be cleaned with water
unless close attention is made to avoid removal of lubricants and to avoid
possible rusting of components and hardware. A general purpose, non-corrosive
cleaning agent is preferred in those areas.
D. Particular attention should be given to the wing center splice fittings and the
attachments of the oil cooler, hopper and engine mount.
E. Hopper cleaning should be accomplished at the end of each working day. A
good commercial detergent should be used and followed by a thorough flush with
water. Leave the hopper door and gate open for thorough drying.
WINDSHIELD
An anti-static type of plastic cleaner, such as Mirror Glaze or equivalent, is recommended
for best cleaning. The side windshields are plastic and should not be cleaned with
gasoline, alcohol, acetone, and lacquer thinner, or window cleaning spray. Those fluids
will soften the plastic and cause crazing. Avoid rubbing the plastic surface with a dry
cloth, as that can cause scratches and build up an electrical charge (static) which will
attract dust particles. If scratches are visible after removing the dust accumulation, finish
the plastic with a quality grade of commercial wax. Apply the wax in a thin, even coat and
carefully buff out with a soft cloth. Do not buff or polish in one area for more than a brief
period of time. The heat generated by rubbing the surface may soften the plastic and
may produce visual distortion.
The middle section of the windshield is safety plate glass for better resistance to
scratching. It is enclosed in an aluminum frame.
HOPPER REPAIR
Hopper repair may be accomplished in accordance with the instructions contained in
Section 9.
BATTERY MAINTENANCE
The 24-volt batteries are installed in the engine compartment between the engine and
firewall. Access is gained to the batteries by removal of a cowling. Battery servicing
involves adding distilled water to maintain electrolyte level of 3/16 inch over the
separators, checking the cable connections, and neutralizing or cleaning any spilled
electrolyte or any corrosion. Use bicarbonate of soda and clean water to neutralize
corrosion. Follow with a thorough flushing of clean water and wipe dry. Clean the cable
and terminal connections with a wire brush and coat with petroleum jelly to minimize
corrosion.
** CAUTION **
LUBRICATION
For the lubrication requirements, refer to Figure 2-6: Lubrication Chart (8 sheets). Before
adding grease to fittings, wipe the fittings clean. Lubricate the fittings and wipe off the
excess lubricant. Lubricate the hinges with a squirt can or a brush moistened with oil.
Wipe off the excess oil to prevent accumulation of dirt and grit.
Figure 2-6: Lubrication Chart (Sheet 1 of 8)
** WARNING **
The drawings of Figure 2-6, sheets 1 thru 8, are for lubrication reference only.
They do not show proper assembly details and may not be used as assembly
reference. Refer to the appropriate parts manual for details concerning parts
assembly.
Figure 2-6
Lubrication Chart
(Sheet 2 of 8)
Figure 2-6
Lubrication Chart
(Sheet 3 of 8)
Figure 2-6
Lubrication Chart
(Sheet 4 of 8)
Figure 2-6
Lubrication Chart
(Sheet 5 of 8)
Figure 2-6
Lubrication Chart
(Sheet 6 of 8)
Figure 2-6
Lubrication Chart
(Sheet 7 of 8)
Figure 2-6
Lubrication Chart
(Sheet 8 of 8)
Torque Limits, in# Torque Limits, in# NUT/BOLT Torque Limits, in# Torque Limits, in#
Min. Max. Min. Max. SIZE Min. Max. Min. Max. +/- 5%
12 15 7 9 8-36 -- -- -- -- --
20 25 12 15 10-32 25 30 15 20 16
50 70 30 40 1/4-28 80 100 50 60 35
100 140 60 85 5/16-24 120 145 70 90 70
160 190 95 110 3/8/24 200 250 120 150 100
450 500 270 300 7/16-20 520 630 300 400 180
480 690 290 410 1/2-20 770 950 450 550 240
800 1,000 480 600 9/16-18 1,100 1,300 650 800 320
1,100 1,300 660 780 5/8-18 1,250 1,550 750 950 480
2,300 2,500 1,300 4,500 3/4-16 2,650 3,200 1,600 1,900 880
2,500 3,000 1,500 4,800 7/8-14 3,550 4,350 2,100 2,600 1,500
3,700 4,500 2,200 3,300 1-14 4,500 5,500 2,700 3,300 2,400
5,000 7,000 3,000 4,200 1 1/8-12 6,000 7,300 3,600 4,400 4,000
9,000 11,000 5,400 6,600 1 1/4-12 11,000 13,400 6,600 8,000 5,600
CAUTION: Torque values are for dry threads. If oil contamination is suspected, clean threads with acetone.
NOTE: Tension nuts may be used on shear bolts, but shear nuts may not be used on tension bolts.
FIGURE 2-7: Torque Chart
Section 3
HYDRAULICS
TABLE OF CONTENTS
Effective: 05/05/04 3- 1
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC – MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
HYDRAULIC SYSTEM
GENERAL DESCRIPTION
The S2RHG-T65 aircraft has two individual hydraulic systems using MIL-H-5606 fluid.
The main landing gear utilizes a master brake cylinder for the operation of the landing
gear brakes and parking brakes. The master brake cylinder is connected to the disc type
brake calipers by brake lines that are supported by and clamped to the airframe structure
forward of the master brake cylinder. The hydraulic brake lines are of rigid steel tubing,
except for the flexible hoses on the landing gear assembly. The master brake cylinder is
installed aft of the rudder-brake pedals and is actuated by toe pressure on the pedals. As
toe pressure is applied to the pedals, the push rod, piston and spring are pressed into the
master brake cylinder. This compresses hydraulic fluid in the lines and applies pressure
to the appropriate brake.
ON – Depress rudder pedal, pull parking valve lever, take pressure off of rudder pedal.
OFF – Depress rudder pedal, valve will deactivate and lever will pop in.
SECTION 4
GENERAL DESCRIPTION
The Turbo Thrush S2RHG-T65 agricultural airplane utilizes a Pratt & Whitney Aircraft
Canada PT6A-45A, -45B, -45R, PT6A-60AG, or PT6A-65AG, -65AR, or -65B turboprop
gas turbine engine. The dual cockpit version is approved with the PT6A-60AG engine
only at this time.
POWERPLANT
DESCRIPTION AND OPERATION
The PT6A-45A, -45B, -45R, PT6A-60AG, and PT6A-65AG, -65AR, -65B (See Figure 4-
0) series power plant is a lightweight free turbine engine. The engine utilizes two
independent turbine sections: one driving the compressor in the gas generator section
and the second driving the propeller shaft through a reduction gearbox. The engine is
self-sufficient, since its gas generator driven oil system provides lubrication for all areas
of the engine, pressure for the torque meter and power for propeller pitch control.
Inlet air enters the engine through an annular plenum chamber, formed by the
compressor inlet case where it is directed forward to the compressor. The PT6A-60AG
and PT6A-45A, -45B, -45R compressor consists of three axial stages combined with a
single centrifugal stage, assembled as an integral unit. PT6A-65AG, -65AR, 65B has
four axial stages combined with a single centrifugal stage, assembled as an integral
unit.
The engine is equipped with a wash ring at the compressor air inlet screen. A line
running from this wash ring to a port on the outside of the cowling gives the capability to
cleanse the compressor section without engine cowling removal.
A row of stator vanes, located between each stage of compression, diffuses the air,
raises its static pressure and directs it to the next stage of compression. The
compressed air passes through diffuser tubes, which turn the air through ninety degrees
in direction and convert velocity to static pressure. The diffused air then passes through
straightening vanes to the annulus surrounding the combustion chamber liner assembly.
The combustion chamber liner is an annular, heat resistant alloy; domed at the front end
where it is supported inside the gas generator case by the 14 fuel manifold adapter
sheaths and both igniters. The rear end of the combustion chamber is open and is
supported by the large and small exit ducts. The liner assembly has perforations of
various sizes that allow entry of compressor delivery air. The flow of air changes
direction 180 degrees as it enters and mixes with fuel. The fuel/air mixture is ignited
and the resultant expanding gases are directed to the turbines. The location of the liner
eliminates the need for a long shaft between the compressor and the compressor
turbine, thus reducing the overall length and weight of the engine.
Fuel is injected into the combustion chamber liner through 14 simplex or Dual Orifice
Fuel nozzles supplied by a dual manifold consisting of primary and secondary transfer
tubes and adapters. Two spark igniters that protrude into the liner ignite the fuel/air
mixture. The resultant gases expand from the liner, reverse direction in the exit duct
zone, and pass through the compressor turbine inlet guide vanes to the single-stage
compressor turbine. The guide vanes ensure that the expanding gases impinge on the
turbine blades at the most optimum angle, with minimum loss of energy.
The still expanding hot gases from the gas generator are still directed forward to the
power turbine inlet guide vane which directs, at the most optimum angle, the gas flow
onto the power turbine which drives the propeller shaft via a two-stage reduction gear
box.
The compressor and power turbines are located in the approximate center of the engine
with their respective shafts extending in opposite directions. This feature provides for
simplified installation and inspection procedures. The exhaust gas from the power
turbine is collected and ducted in the bifurcated exhaust duct assembly and directed to
atmosphere via twin opposed exhaust stubs.
Interturbine temperature (T5) is monitored by an integral bus bar, probe and harness
assembly installed between the compressor and power turbines with the probes
projecting into the gas path. A terminal block mounted on the gas generator case
provides a connection point to cockpit instrumentation.
All engine-driven accessories, with the exception of the propeller governor, over speed
governor and NP tachometer-generator, are mounted on the accessory gearbox at the
rear of the engine.
These components are driven by the compressor by means of a coupling shaft, which
extends the drive through a tube at the center of the oil tank. The rear location of
accessories provides for a clean engine and simplifies maintenance procedures.
The engine oil supply is contained in an integral oil tank, which forms the rear section of
the compressor inlet case. The tank has a total capacity of 2.3 US gallons and is
provided with a dipstick.
An engine-driven fuel pump further pressurizes fuel supplied to the engine from an
external source and the fuel control unit (FCU) controls its flow to the fuel manifold.
The power turbine drives a propeller through a two-stage planetary reduction gearbox
located at the front of the engine. The gearbox embodies an integral torque meter
device, which is instrumented to provide an accurate indication of engine power. A chip
detector is installed at the bottom of the gearbox.
The propeller reversing installation is comprised of a single-acting hydraulic propeller
that is controlled by a propeller governor which combines the functions of a normal
constant speed unit (CSU), a reversing valve and a power turbine (Nf) governor. A
mechanical linkage between the propeller governor Beta control valve and the air bleed
link enables the FCU and the propeller governor to modify engine power to maintain
power turbine speed at a speed slightly less than the selected rpm when operating in
the Beta control range.
ENGINE BUILDUP
Engine build-up consists of the removal of accessories and equipment from the old
engine and installing them on the new engine. Consult the Engine Maintenance Manual
for removal and replacement procedures. After all accessories and equipment have
been installed on the new engine, proceed as follows:
** CAUTION **
** CAUTION **
* NOTE *
B. Remove the engine mounts from the old engine and install on the new engine,
using the same bolts, washers, and gaskets. Torque the bolts to 250-325 inch
pounds and secure with safety wire. Figure 4-8, #2
* NOTE *
ENGINE REMOVAL
A. Preliminary steps:
** CAUTION **
* NOTE *
Tag and identify all tube and hose assemblies to facilitate and
ensure correct installation of the engine. Cap and plug all
openings to prevent contamination.
1. Oil cooler hoses.
2. Gas generator case front drain valve hose.
3. Torque system lines at forward fire seal.
4. Gas generator case rear drain valve line.
5. Delta “P-Lines.”
6. Fuel inlet, outlet hoses, and vent line (three places) at the engine driven fuel
boost pump.
7. Oil cooler hoses (2) at the engine.
8. Compressor wash ring tube assembly at the union forward of aft fire seal.
9. Fuel inlet manifold adaptor dump tube at front fire seal.
10. Fuel inlet hose at the oil-to-fuel heater.
11. Fuel purge hose at the high pressure fuel pump.
12. Oil pressure line at engine.
13. Disconnect the engine overboard breather hose.
14. High-pressure fuel pump drain.
15. Fuel pressure line from rear of oil to fuel heater.
16. Torque indicating systems hoses at aft fire seal.
L. Disconnect the electrical leads and connector plugs at the locations noted.
Remove electrical harness clamps, as necessary, to allow engine removal.
* NOTE *
* NOTE *
* NOTE *
Tag and retain all attaching control cable parts for engine
installation. Note clamp locations to facilitate control cable
installation.
1. Disconnect the propeller control rod end at the propeller governor control
lever and remove the cable from the forward fire seal.
2. Remove the prop cable from the forward fire seal.
3. Disconnect the condition lever control push-pull tube rod end at the lever on
the start control unit.
4. Disconnect the power control cable rod end at the power-input lever.
N. Remove engine mount cuffs at aft fire seal (8 locations).
O. Remove forward and rear fire seals.
P. Remove forward engine mount basket assembly.
Q. Remove the engine unit from the aircraft as follows:
1. Attach the engine sling to the engine hoisting lugs. Position a suitable hoist
directly over the engine and attach to the engine sling.
2. Raise the hoist sufficiently to take the weight of the engine.
3. Remove the cotter pins and attaching hardware, which attaches the engine
vibration, mounts to the mounting, trusses.
4. Remove the bolts and washers attaching the mounts to the engine mount
truss.
R. Hoist the engine unit clear of the fuselage nose section and install in a suitable
stand. Remove the engine sling.
** CAUTION **
ENGINE INSTALLATION
A. Install the engine unit in the aircraft as follows:
1. Attach the engine sling to the engine hoisting lugs. Position a hoist directly
over the engine and attach to the engine sling.
2. Remove the engine from the stand and carefully position in the engine
mount.
3. Align the bolt holes of the engine vibration mounts with those of the engine
mounts. Install the attaching hardware. Torque the bolts to 480-600 inch-
pounds and install cotter pins.
4. Install forward engine mount basket assembly.
5. Install forward and rear fire seals.
6. Install engine mount cuffs at aft fire seal (8 locations).
7. Seal all mating joints to assure proper sealing of cannular inlet and filter
area with RTV sealant.
B. Connect the following tube and hose assemblies at the locations noted:
1. Oil cooler augmentation lines and hoses.
2. Gas generator case front drain valve hose.
3. Torque system lines at forward fire seal.
4. Gas generator case rear drain valve line.
5. Fuel inlet, outlet hoses, and vent line (three places) at the engine driven fuel
boost pump.
6. Oil cooler hoses (2) at the engine.
7. Compressor wash ring tube assembly at the union forward of aft fire seal.
8. Fuel inlet manifold adaptor dump tube at front fire seal.
9. Fuel inlet hose at the oil-to-fuel heater.
10. Fuel purge hose at the start control unit.
11. Oil pressure line at engine.
12. Engine overboard breather hose at engine.
13. High-pressure fuel pump drain.
14. Fuel pressure line from rear of oil to fuel heater.
15. Torque indicating systems hoses at aft fire seal.
C. Connect the electrical leads and connector plugs at the locations noted:
1. Engine ground cable to rear of engine-driven boost pump.
2. Fuel flow transducer (if equipped).
3. Starter/generator terminal block.
4. Ignition leads at exciter box.
5. Oil temperature-sending unit.
6. Ng tach generator.
* NOTE *
* NOTE *
K. Perform the engine ground test and checks. (Refer to procedures outlined later
in this section and Pratt & Whitney Maintenance Manual.)
** CAUTION **
Prior to engine run-up, ensure the engine air inlet plenums are
free of foreign objects.
PROPELLER
*NOTE*
ring rod end (Fig. 4-1) which steadies the low stop rods. As the servo-piston moves
forward, it picks up on the beta nuts at a certain preset blade pitch. From that instant
the propeller feedback ring (Fig. 4-1) moves forward with the servo-piston. As it moves,
the reverse return springs (Fig. 4-1) are compressed. During the return motion, when
the servo-piston moves rearward, the reverse return springs maintain contact between
the beta nuts (Fig. 4-1) and the servo-piston by pushing aft on small plates attached to
each low stop rod.
This forward and reverse movement of the propeller feedback ring is used to monitor
blade pitch change during beta and reverse. The motion is transmitted to the beta
control valve in the CSU via the carbon block (Fig. 4-2, #4) and the propeller reversing
lever (Fig. 4-2, #2).
As the propeller reversing lever pivots back and forth, it opens or closes the beta control
valve (Fig. 4-2, #3) which is attached to the middle of the propeller reversing lever.
The beta feedback mechanism has two uses.
A. It enables the aircraft pilot to select blade angle directly during beta and reverse.
B. It allows provision of a hydraulic low pitch stop during flight.
A. Servo-oil Supply
The servo-oil that is used to vary the propeller blade angle is supplied by the CSU.
Refer to Figure 4-2. An oil pump in the base of the CSU boosts the engine oil pressure
to approximately 385-PSI. The oil is then routed past a pressure relief valve through the
beta control valve port to a chamber formed by the hollow drive shaft (Fig. 4-1) and the
lower part of the pilot valve plunger. Here it is ready for delivery to the propeller servo-
piston. Excess oil pressure and flow is bypassed via the relief valve back to the pump
inlet.
During normal constant speed operation the beta control valve port is always open. The
beta control valve plays no part on the propeller blade angle control.
B. Constant Speed Section
The constant speed section maintains constant propeller speed during takeoff, climb,
and cruise by controlling the flow of servo-oil to and from the propeller servo-piston.
A hollow drive shaft (Fig. 4-1) is driven by a bevel gear on the engine propeller shaft.
On top of the drive shaft there are two rotating flyweights that pivot outward. This action
provides an upward force proportional to propeller RPM. The feet of the flyweights tend
to lift the pilot valve plunger and the force of the speeder spring tends to push the pilot
valve plunger down. The interaction of these two forces controls the propeller speed.
The lower end of the pilot valve plunger covers the ports in the hollow shaft in the CSU
body. This mechanism directs the servo-oil to the propeller. When the upward force of
the flyweights equals the downward force of the speeder spring, the ports are covered
and no servo-oil flows to or from the propeller. The propeller blades remain at constant
pitch. This is termed "on speed" condition.
The operator may select the propeller RPM at “on speed” condition. He may vary the
downward force on the speed spring by actuating the speed select lever (Fig. 4-2, #9)
which is connected to the propeller control lever on the throttle quadrant.
If the operator selects a low speeder spring force, it follows that only a low flyweight
force is needed to lift the pilot valve plunger into the "on speed" condition. This is
achieved at low flyweight and low propeller RPM. The converse occurs if the operator
selects high speeder spring force.
The CSU maintains selected propeller RPM automatically and compensates for "over
speed" and "under speed". When the propeller RPM is higher than the selected speed,
the "over speed" condition occurs. The "under speed" condition results when the
propeller RPM is lower than the selected speed. These conditions are described in
detail below.
1. If the propeller RPM drops below the selected speed, the flyweight force
decreases and the force of the speeder spring pushes the pilot valve
plunger down. This process provides oil to the propeller servo-piston. The
servo-piston moves forward, which fines out the blades. The propeller RPM
will then increase. As the propeller RPM reaches the selected speed, the
flyweight force lifts the pilot valve back to the "on speed" condition.
2. If the propeller RPM rises above the selected speed, the flyweight force
increases and overcomes the force of the speeder spring to lift the pilot
valve. The oil is dumped from the propeller, which causes the blades to
coarsen pitch. The propeller RPM will then decrease. As the propeller
RPM reaches the selected speed, the speeder spring force pushes the pilot
valve back to the "on speed" condition.
C. Power Turbine Governing Section
The Nf governor or fuel-topping governor of the power turbine governing section of the
CSU has two functions in the propeller speed control.
1. The first function is during the constant speed operation of takeoff, climb,
and cruise when it acts as a safety in the "over speed" condition only. If a
malfunction occurs which allows the propeller RPM to exceed selected
RPM by 6%, the Nf governor bleeds Py air from the fuel control unit (FCU)
to limit power.
2. The second function is during reverse propeller control when it will start to
bleed Py air from the fuel control unit (FCU) to keep the propeller and
therefore the Nf power turbine from over speeding. This will limit propeller
RPM 4% - 6% below the propeller RPM selected on the speeder spring
which is 1700 RPM, because the propeller control lever is still in full forward
position. This will in turn limit max reverse propeller RPM. During beta
operations the propeller control lever on the throttle quadrant is at the max
RPM (full forward position). The speeder spring is exerting its maximum
downward force so that it will always exceed the upward force of the
flyweights in order to keep the pilot valve plunger down at all times during
the beta and reverse. The oil passages to the propeller will then be wide
open, and only the beta control valve now controls the oil flow, which is
upstream of the pilot valve plunger.
3. The components used in the Nf governor include the reset arm (Fig. 4-2,
#13), the under speed adjustment eccentric (Fig. 4-2, #15), and the fuel
governor interconnect rod (Fig. 4-2, #14).
4. If a malfunction causes propeller "over speed" that cannot be controlled by
the CSU constant speed section during the constant speed operation of
takeoff, climb, and cruise; then the top of the pilot valve plunger lifts the air
bleed lever. The air bleed lever tilts and allows the orifice lever to bleed Py
air from the FCU. The governing action begins when the propeller RPM is
approximately 106% Np (1802 Np Maximum) or 6% above that selected on
the speeder spring. In this phase of the operation the fuel governor reset
arm (Fig. 4-2, #13) is against the maximum stop. (Figure 4-2, #12)
5. During beta and reverse the pilot valve plunger is always in a lowered
position. Therefore, in order that the air bleed lever can contact the pilot
valve plunger, the fulcrum point of the air bleed lever is lowered by lowering
the rest. This action is performed by the Nf governor reset arm. As the
aircraft operator commands the beta operation, the fuel governor reset arm
moves off the maximum stop by the fuel governor interconnection rod. This
action continually lowers the reset post to lower the RPM from its normal
over speed protection duty of being set at 106% Np to a setting of 96% Np.
This will keep the propeller from never exceeding 96% Np (1632RPM) as
the aircraft operator chooses beta and reverse operations by bleeding Py
pressure (pneumatic governor servo pressure). This causes a decrease in
Py pressure at the computing section of the FCU (fuel control unit), causing
the fuel metering valve to move in a closing direction, thus reducing fuel
flow and consequently Ng and Nf speeds.
D. Beta Control Valve Section
The beta control valve (Fig. 4-2, #3) performs two functions in the propeller control.
1. The first function during takeoff, climb, and cruise is to act as a hydraulic
low pitch stop by limiting the finest blade angle possible in flight to the low
blade angle. As power is reduced, the constant speed section maintains
selected propeller speed by fining the propeller blade angle until the servo-
piston picks up the beta nuts. The beta feedback mechanism starts to
close the beta control valve by moving it forward. As the blades fine out
further, the valve closes completely at the low blade angle. Because the
beta control valve is upstream of the pilot valve plunger, the constant speed
section can no longer select finer blade angles because its supply is cut off.
Except for a malfunction, the hydraulic low pitch stop is normally achieved
in descent only. It is available only as a safety during takeoff, climb, and
cruise. Normally in those configurations the blades are much coarser than
the angle at which the servo-piston picks up the beta nuts.
2. The second function of the beta control valve is to enable direct control of
the propeller blade angle in beta and reverse. After the hydraulic low pitch
stop is reached, finer blade angles through flat pitch to reverse can be
selected by the aircraft operator after landing. If the beta control valve is
opened again by rearward movement, the servo-oil flows to the propeller
and moves the blades to a finer angle. This can be continued to the
maximum reverse blade angle. The beta feedback mechanism will limit the
blade angle reached in beta or reverse to that desired by the aircraft
operator. It does this by reclosing the beta control valve.
E. Feathering
Feathering is accomplished by raising the override rod. This pulls the pilot valve
plunger up to dump the servo-oil from the propeller. The blades feather automatically
under the action of the counter-weights and feather springs.
In all forward configurations, which includes low idle, takeoff, climb, and cruise, the
power lever control performs only one function - the function of scheduling fuel. When
the cockpit power lever is advanced, the cam follower pin (Fig. 4-3, #11) moves forward
and pushes the FCU arm (Fig. 4-3, #10) forward to schedule more fuel.
The extension of the cam follower pin rides in the track of the beta control cam (Fig. 4-3,
#2). In all forward configurations the path taken by the cam follower pin exactly
matches the cam track. Therefore, the beta control cam does not move; the push-pull
control cable is inoperative; the top end of the propeller reversing lever does not move;
and the fuel governor reset arm remains on the maximum stop on the CSU.
In beta after touchdown the power lever has two functions. It schedules the blade angle
directly, and it resets the Nf governor down. After the blades have passed zero pitch,
the power lever begins its third function in reverse. That function is to schedule the fuel
flow as well.
After touchdown the aircraft operator presses the override button which is located on
the power lever and moves it rearward. The cam follower pin loses contact with the
FCU actuating lever, and the FCU will stay at flight idle (69% Ng), because the high idle
roller (Fig. 4-7) will prevent any further lowering of gas generator speed. As the cam
follower pin moves rearward, it picks up the cam track of the beta control cam and starts
to move it rearward. This action pulls the push-pull control cable as well. This action
also pulls the propeller reversing lever and the fuel governor-interconnecting rod.
The FCU remains at flight idle while the blades fine out until the cam follower pin picks
up on the dead band adjustment screw (Fig. 4-7). This moves the FCU reversing lever,
which starts to schedule more fuel in reverse. From this instant the cockpit power lever
is performing three functions. The functions are scheduling the blade angle directly,
scheduling the fuel flow, and setting the Nf governor down. The action continues up to
maximum reverse blade angle.
PROPELLER SETTINGS
A. Maximum RPM . . . 1,700 RPM
PROPELLER MAINTENANCE
PROPELLER REMOVAL
A. Remove the forward cowl from the engine.
B. Remove the spinner dome by removing the attaching screws from around the
rear circumference.
C. Disconnect the front fork-end from the propeller-reversing lever. Disconnect the
pivot bolt securing the reversing lever to the propeller governor actuating lever
and lift the reversing lever free of the collar prior to pulling the low pitch stop
collar fully forward.
** CAUTION **
** CAUTION **
Make sure that the tool is not cocked to avoid damaging the
propeller. Take the precautions necessary to avoid bending
or otherwise damaging the three spring-loaded rods and the
beta feedback ring.
* NOTE *
Mark propeller hub flange and the engine shaft flange so that
the propeller can be reinstalled in its original position. This
will prevent disturbing the propeller/engine combination
dynamic balancing if the same propeller is to be reinstalled.
E. Remove the safety wire from the propeller mounting bolts. Using a 5/8" box head
wrench, remove the eight bolts securing the propeller in place and remove the
propeller from the airplane.
PROPELLER INSTALLATION
A. Place the new O-ring seal over the engine shaft.
B. Pull the beta ring fully forward with the puller.
** CAUTION **
* NOTE *
The propeller will fit on the engine in two positions, 180° from
each other. Either position is permissible to use. If the same
propeller is being reinstalled, install in the original position as
previously marked. This will prevent disturbing the
propeller/engine combination dynamic balancing.
D. After assuring that complete and true surface contact between the flanges has
been established, apply (MIL-PRF-83483, Hartzell P/N A-3338-1 or latest
upgrade) antiseize compound to mounting bolt threads and washer surfaces (and
remainder of bolt if desired). For the HC-B5MP-3 ( ) propeller install eight (8)
P/N B-3339 bolts and eight (8) A-2048-2 washers through engine flange into the
propeller flange.
E. Using (Hartzell P/N AST-2877) special torquing adapter and a standard torque
wrench, torque all eight bolts according to instructions as outlined in the latest
edition of Hartzell Propeller, Inc. Owner's Manual & Log Book No. 139.
F. Safety all mounting bolts in an airworthy manner with .032-inch minimum
diameter stainless steel wire.
G. Remove the feedback ring puller and connect the propeller reversing lever to the
propeller control linkage.
** CAUTION **
With the carbon block assembly held against one side of the
beta feed back ring, check the side clearance (Refer to Figure
4-6). Clearances can be established by dressing the block(s)
side(s) as required.
H. Check the propeller reversing linkage on the front end of the engine for proper
rigging.
I. Reinstall the spinner dome and engine cowling.
J. Perform the necessary engine run-up checks.
* NOTE *
* NOTE *
Do not add more than four (4) balance weights (P/N A-1305)
in any one stack. A maximum total of eight (8) weights are
allowed on any one clamp half.
B. Remove bolt that secures the propeller control cable to the governor's speed
select lever.
C. Remove the cotter pin, castellated nut, and washer and bolt securing the Nf
governor-interconnecting rod to the Nf governor reset arm.
D. Remove the cotter pin, castellated nut, washer, bolt and spacer securing the front
clevis end to the propeller-reversing lever.
E. Remove the cotter pin, washer, clevis pin and bushing securing the propeller-
reversing lever to the beta valve. Remove reversing arm.
F. Disconnect coupling nut of pneumatic (Py) front tube from straight nipple on
propeller governor.
G. Remove the four nuts and washers anchoring the governor to the mounting pad
on the reduction gearbox case.
H. Remove governor and governor mounting pad gasket.
I. If CSU is to be replaced by a new or overhauled unit, remove the straight nipple
from Py port on governor. Remove "O" ring and retain nipple for reuse on the
replacement unit.
** CAUTION **
Make sure the gasket is placed on the mounting pad with the
raised side of the screen up so that it will fit into the recess on
the base of the governor.
B. If a new or overhauled propeller governor is to be fitted, install straight nipple as
follows:
1. Lubricate new "O" ring with clean engine oil and install on nipple.
2. Install nipple in Py port on propeller governor. Tighten and torque nipple to
65 to 70 lb. in.
C. Lightly coat the splined shaft of the governor with clean engine oil.
** CAUTION **
F. Secure the front clevis end to the propeller reversing lever with the attaching
spacer, bolt, washers, castellated nut and cotter pin.
G. Secure the Nf governor-interconnecting rod to the Nf governor reset arm with the
attaching bolt, washer, castellated nut and cotter pin.
H. Secure the governor speed select lever to the propeller speed control cable with
the attaching bolt, washer and nut.
I. Ensure the governor's stop plate contacts both the high RPM stop screw and the
feathering stop screw, when the propeller control lever in the cockpit is operated.
Ensure that there is sufficient cushion at both positions on quadrant. If linkage will
not allow proper travel, adjust the control linkage at either rod end or move speed
select lever on the governor to obtain necessary travel.
J. Connect coupling nut of the pneumatic (Py) front tube to propeller governor.
Tighten nut; torque to 90 to 100 lb. in., and lock wire.
K. Check engine front linkage rigging.
L. Accomplish propeller governor operational checks in accordance with the
appropriate Pratt & Whitney Maintenance Manual.
M. Install the forward engines cowling.
ENGINE CONTROLS
RIGGING INSTRUCTIONS
The following instructions will produce nominal settings of the engine’s operating
parameters. If an engine is installed, fuel control, propeller or propeller governor
replaced or any time the adjustment of these units is disturbed, the engine controls
rigging should be checked.
** CAUTION **
FRONT LINKAGE
A. Propeller in FEATHER
B. Align rig pin holes in propeller cambox and install pin (Fig. 3, See Rig Pin Hole. A
#41 drill bit can be used as a rig pin. This setting is a rigging datum point.
C. Detach front clevis (Fig. 4-2, #6) at propeller reversing lever (Fig. 4-2, #2) by
removing retaining pin. Do not lose spacer.
D. Connect push-pull cable rear clevis (Fig. 3, Item 1) to center hole of propeller
cam (Fig. 3, Item 2).
E. Disconnect fuel governor interconnect rod (Figure 4-2, #14) from fuel governor
reset arm (Figure 4-2, #13) by removing retaining bolt.
F. Position rear of clevis slot on beta valve Fig. 4-2, # (3) flush with front surface of
conical cap (1) on propeller governor (see rigging datum).
G. Apply forward tension on push-pull cable and while maintaining rigging datum
setting in step F, adjust clevis (Fig. 4-2, #6) so that retaining pin is easily installed
at clevis and reversing lever (Fig. 4-2, #2) interconnect. Ensure there is no slack
in the push-pull cable. If necessary, adjust length of cable on ball terminal ends
and on lever prior to completing connection and check clevis ends for safety;
cable must be of sufficient length to prevent the passage of lock wire through the
witness holes.
H. With beta valve set at the rigging datum position, set fuel governor reset arm
(Fig. 4-2, #13) on its MAX stop (Fig. 4-2, #12). Align holes in terminal end of
interconnect rod (Fig. 4-2, #14) with the outer hole of the rest arm so that the
retaining bolt can be easily installed. Shorten the length of interconnect rod (Fig.
4-2, #14) by one-half turn on the terminal end.
I. When rigging is complete, check all cotter pins for correct installation, safety
wiring complete and all clevis ends, nuts, etc., are in safety and secured.
REAR LINKAGE
A. Disconnect power lever control cable (Fig. 4-3, #4) at input lever (Fig. 4-3, #3).
B. Disconnect push-pull cable (Fig. 4-3, #1) from propeller cam (Fig. 4-3, #2) by
removing retaining pin.
C. Align rigging holes in propeller cambox and install rig pin. This setting is a rigging
datum point.
D. Set condition lever (Fig. 4-3, #5) at LO-IDLE and install rig pin. This setting is a
rigging datum point.
E. Set FCU arm (Fig. 4-3, # 10) on FCU speed setting shaft (Fig. 4-7) maintaining
an angle of 45 degrees as shown.
F. Adjust interconnect rod (Fig. 4-3, # 6) to length of 8.25 +/- .0625 inches between
terminal end centers and using the outboard hole in FCU arm (Fig. 4-3, # 10) and
2nd hole down from the top of FCU actuating lever (Fig. 4-3, # 11), install
interconnect rod.
G. Place power control lever (Fig. 4-3, # 7) at Beta and reverse lockout stop and
install rig pin into FCU actuating lever (Fig. 4-3, #11) with cambox input lever
(Fig. 4-3, # 3) slightly forward of vertical, connect power lever control cable (Fig.
4-3, #4) to inboard hole on cambox input lever (Fig. 4-3, #3).
H. Remove the rig pin from the cambox (Fig. 4-3, #2) and operate the power control
lever (Fig. 4-3, #7) throughout its forward operating range. Observe that the FCU
hits the FWD MAX STOP and returns to the ground idle position when the power
control lever is fully advanced with FCU on FWD MAX STOP, ensure that:
1. Cam follower pin is clear of bottom of cam track.
2. FCU reaches FWD MAX STOP before cockpit power lever reaches its
forward extremity of control quadrant travel. There should be a slight
“cushion” at the end of lever travel.
I. Select MAX REVERSE with power control lever (Fig. 4-3, #7) and verify that FCU
MAX REVERSE STOP (Fig. 4-7) is contacted before power lever reaches
rearward extremity of control quadrant travel. Allow slight “cushion” at the end of
lever travel.
J. To check dead band, place protractor on cambox input lever (Fig. 4-3, #3).
K. Retard power lever (Fig. 4-3, #7) into REVERSE range as far as necessary in
order to get the FCU lever (Fig. 4-3, #10) to move off of the dead band stop.
Slowly move the power lever (Fig. 4-3, #7) forward until the dead band
adjustment screw (Fig. 4-7) hits the stop. The screw should be against the stop
until a piece of paper between the screw and the stop is held tightly and a further
motion in the REVERSE direction will release the paper.
L. Measure the angle of the cambox input lever (Fig. 4-3, #3).
M. Push the power lever (Fig. 4-3, #7) forward to the point where the stop screw is
about to lift-off of the stop, but will slightly still grip the piece of paper tightly.
N. Measure the cambox input angle. The difference between the two angle
measurements should be 11 to 12 degrees. Adjust the dead band stop screw
(Fig. 4-7) to obtain the desired dead band travel. One full turn out of the dead
band adjustment screw will widen the dead band 1.32 degrees.
O. Check that the dead band adjusting screw (Fig. 4-7) first contacts the stop at, or
slightly forward of the idle detent and the adjusting screw begins to lift-off the
stop at, or slightly aft of the ground idle detent.
P. The dead band travel can be repositioned by adjusting the serrated washer (Fig.
4-7) on the speed setting shaft. A movement of one serration will result in 0.6-
degree change in position of the FCU arm (Fig. 4-3, #10). Fine adjustments of
the dead band position may be made by adjusting the length of the interconnect
rod (Fig. 4-3, #6).
Q. Connect the push-pull cable (Fig. 4-3, #1) to the propeller cam Fig. 4-3, #2).
R. When rigging complete, check all cotter pins for correct installation, safety wiring
complete and all clevis ends, nuts, etc. are in safety.
PROPELLER RIGGING
A. Move propeller control lever (Fig. 4-3, #9) fully forward and check that the skirt
below the propeller governor speed set lever (Fig. 4-2, #9) contacts the
maximum speed stop (Fig. 4-2, Item 10).
B. Move the propeller control lever in the cockpit to FEATHER and ensure that the
skirt below the governor speed set lever (Fig. 4-2, Item 9) fully depresses the
feathering valve plunger.
Upon completion of rigging and prior to engine running, a functional check of the
system’s operation should be carried out. This check should include the operation of all
controls throughout their entire operating range and checking for freedom of all
movement, freedom from binding, security and safety.
*NOTE*
B. Feather propeller.
C. Ng should not change more than 100 RPM.
FEATHERING CHECK
A. Set propeller control lever to MAX INCREASE.
B. Set power control lever at IDLE.
C. Set condition lever at LOW IDLE.
D. Pull propeller power control lever aft., past the GROUND OPERATION
PROPELLER PITCH STOP detent, to the after most position and observe that
the propeller begins to feather.
*NOTE*
*NOTE*
It is not necessary to cap the bleed air line when checking the
1600 RPM torque setting
A. Record the stabilized outside air temperature accurately and set the altimeter
window to 29.92. Record the pressure altitude.
B. Start the engine and allow the instruments to stabilize.
C. With the propeller lever full forward, advance the power lever until 1600 RPM
propeller speed is obtained.
D. Record the engine torque which is indicated on the torque meter.
E. Shut down the engine.
F. Refer to chart in Figure 4-5 and read the desired engine torque for the prevailing
ambient conditions.
G. Ensure that the beta valve clevis slot is flush with the beta valve cap nut.
Remove the propeller spinner and adjust the beta nuts, if necessary, to obtain
the desired engine torque. To facilitate the adjustment of the beta nuts, scribe a
line on the beta nuts and the low-pitch stop rods as shown in Figure 4-5. Use the
reference line to ensure that each nut is adjusted the same number of flats.
Turning the nuts six flats will provide approximately one (1) PSI change in the
engine torque. Standing in front of the propeller and facing the dome, make the
adjustments: to increase turn clockwise and to decrease turn counter-clockwise.
The torque meter should be within +/- one (1) psi of the predetermined value.
**CAUTION**
It is important that each nut be moved the same amount to
ensure that the nuts are not moved out of the relationship with
each other.
**CAUTION**
Do not perform ground testing of the propeller if the wind
exceeds 5 MPH. If any wind at all is present, head the aircraft
to a crosswind.
LEGEND:
† 1050 SHP -60AG; 1050 SHP -45A, -45B, -45R; 1100 SHP – 65B
†† 1050 SHP -60AG; 1020 SHP -45A, -45B, -45R; 1100 SHP – 65B
‡ 38.8 PSI -60AG; 38.8 PSI -45A, -45B, -45R; 43.34 PSI – 65B
‡‡ 37.7 PSI -60AG; 37.7 PSI -45A, -45B, -45R; 43.34 PSI – 65B
* Transient Engine Limits are limited to 5 seconds for starting and 20 seconds
during acceleration.
** The Torque Pressure Limits listed above are for NP = 1700 RPM only.
*** -45A, -45B & -45R = 800; -60AG = 820; -65B = 820; - 65AR = 855
**** -45A, -45B & -45R = 800; -60AG = 775; -65AR = 840
***** -45A, -45B & -45R = 99°to 110; -60AG = 0 to 110
****** -60AG = 0 to 104; - 65B = 0 to 99; -65AR = 10 to 105
******* -65B = 700; -65AR = 715
For PT6A-45A, -45B, -45R, -60AG and -65AG, -65AR, -65B with HC-B5MP-
3C/M10876AS or ANS propeller the following applies:
A. 1170 to 1400 RPM Np is prohibited on Ground
B. Stabilized operation below 900 RPM Np is prohibited – Except in feathered
operation from 0 to 400 RPM Np.
Low Pitch
Stop Rod
Beta Nut
Ring
Crankshaft
2000 9 9 9 10 10 10 11 11
4000 8 8 9 9 9 10 10 10
6000 8 8 8 8 9 9 9 10
8000 7 7 7 8 8 8 9 9
SECTION 5
FUEL SYSTEM
TABLE OF CONTENTS
FUEL SYSTEM
GENERAL DESCRIPTION
(See Figure 5-1)
A 230 U.S. gallon fuel supply is available for the Turbo Thrush. In each wing, fuel is
contained inside integral wing tanks (wet wing fuel tanks) just outboard of the fuselage.
The left wing and right wing fuel tanks are interconnected through a 5 U.S. gallon header
tank that is located in the fuselage. The fuel supply lines, to the engine, are routed from
the header tank outlet finger screen through a fuel shutoff (on/off) valve to an electric
driven fuel boost pump. The electric driven fuel boost pump discharge is then routed
through a 25-micron main fuel filter to an engine driven fuel boost pump. The electric
driven fuel boost pump serves two purposes, first as a backup system to provide
continuous fuel pressure to the engines high pressure fuel pump in case the engine
driven fuel boost pump fails and secondly to provide boosted fuel pressure to the engines
high pressure fuel pump during engine starting. Fuel from the aircraft fuel system enters
the engines high pressure fuel pump which has two fuel filters, a 74-micron inlet filter and
a 10-micron discharge filter (Refer to the engine appropriate maintenance manual for
pertinent maintenance details for the engine supplied filters and fuel system).
The fuel tank vent system is designed to keep the fuel spillage to a minimum. The fuel
tanks are vented through tubing connected at both the inboard and outboard ends of the
individual fuel tanks to the centrally located vent system in the fuselage. Ram air enters a
vent scoop, on the fuselage under the left wing, and pressurizes the vent system to
maintain positive pressure on the fuel tanks. The vent system is provided with two quick
drains, located on the fuselage under each wing to drain any fuel that might happen to
have got in the tanks outboard vent lines.
At engine shutdown, fuel from the flow divider/dump valve, located at the 6 o’clock
position on the engines fuel nozzle manifold or start control unit on older engines
equipped with a start control unit, is directed to a residual fuel reservoir “EPA tank”
mounted inboard on the L/H aft shin skin. This reservoir holds approximately 3 engine
shutdowns worth of fuel before the fuel will exit the reservoirs’ vent system. This reservoir
should be emptied after each shutdown. Also, it is common and normal after an engine
compressor Water Wash or Performance Recovery Wash to have water or soap appear
in the reservoirs’ drained waste fuel.
The fuel quantity gauge is located on the lower left instrument panel. The fuel quantity
indicated system consists of two transmitters, one indicator gauge, and an L/H or R/H
tank fuel quantity selector switch. A transmitter, installed in each wing tank, transmits an
electrical signal to the single fuel quantity indicator. The instrument reads either the left or
right fuel tank individually, as chosen by the electrical control switch, adjacent to the fuel
quantity indicator gauge on the instrument panel.
The two fuel tanks are serviced through filler ports located on the top of both wings. The
filler ports incorporate security chains to prevent the loss of the fuel caps. Service the
aircraft from refueling facilities that utilize proper ground handling equipment and filter
systems to remove impurities and water accumulations from the bulk fuel. If filtering
facilities are not available, filter the fuel through a quality high-grade chamois. Fuel tanks
should be serviced after the last flight of each day to reduce condensation and allow any
entrapped water accumulations to settle to the fuel system drains. Prior to the next flight,
fuel should be drained from each wing tank drain, the header tank drain, and the firewall
fuel filter until all signs of water are gone.
MAINTENANCE PRECAUTIONS
The establishment of safe maintenance procedures is necessary to ensure safety of
personnel and prevent damage to the aircraft when performing fuel system maintenance.
The principle precautions that should be enforced are enumerated as follows:
A. Perform fuel system maintenance in an approved work area.
B. Ground aircraft and maintenance stands to a common ground; ground- attaching
surfaces must not be painted.
C. Remove external power sources and disconnect batteries.
D. Suspend all maintenance except fuel system maintenance, unless area is declared
safe from explosive vapors.
E. Assure that fire-extinguishing equipment is readily available.
F. Use air-driven power tools only.
G. Use explosive-proof electric lights or flashlights.
H. Wear cotton clothing to avoid possible static electricity discharge.
I. Service, defuel, and refuel aircraft as outlined in Section II.
J. Do not remove components from the fuel system until replacement components or
covers are available for exposed openings.
K. Always replace O-rings, seals, etc. when re-installing fuel system components.
TRANSMITTER
The fuel quantity transmitters are installed in the inboard aft corner of the wing fuel tanks.
Access to the transmitter is gained by removing the inboard cover plate. As the fuel level
increases, the float arm is repositioned. This produces a minimum resistance through the
transmitter, permitting maximum current flow through the fuel quantity indicator and
maximum pointer deflection. As the fuel level is lowered, resistance in the transmitter is
increased, producing a decreased current flow through the fuel quantity indicator and
consequently a smaller pointer deflection on the fuel quantity indicator.
Removal
Removal of the fuel quantity transmitter can be accomplished through the inboard cover
plate on the upper surface of the wing.
A. Defuel aircraft as outlined in Section 2.
B. Remove inboard cover plate.
C. Disconnect electrical leads at the transmitter.
D. Remove attaching screws, washers and bushings, and carefully remove
transmitter assembly.
Installation
The transmitter can be installed by reversing the removal procedures. Do not damage
float or bend float arm when placing the transmitter into the tank or incorrect readings will
result.
Calibration
The fuel quantity transmitter and indicator have been calibrated at the factory and should
not require recalibration. However, if for some reason the system requires recalibration,
the electrical system should be carefully checked prior to recalibration. When necessary,
the fuel quantity indicating system is calibrated as follows:
A. Defuel aircraft as outlined in Section 2.
B. Connect an APU (auxiliary power unit) to the external power connector.
C. Turn APU on and adjust to 27.5 volts.
D. Turn battery switch ON. Readjust APU to 27.5 volts, if necessary.
E. Place fuel quantity switch to L.H. MAIN tank.
F. With the transmitter float resting on the bottom of the fuel tank, set indicator needle
to the empty mark by adjusting the screw on front of indicator.
G. Raise float to touch top of fuel tank and set indicator needle to the full mark by
adjusting trimmer screw on back of indicator.
H. Place fuel quantity switch to R.H. MAIN tank.
I. Repeat steps F and G for right fuel tank.
J. Turn battery switch OFF.
K. Turn APU OFF.
FUEL FILTER
The fuel strainer in the filter should be removed, inspected and cleaned every 100 hours
of operation or sooner if improper fuel circulation is suspected. (See Figure 5-1 and 5-2
fuel filter.)
** CAUTION **
Refer to Figure 5-2 for identification of parts during disassembly and re-assembly.
A. Turn airframe fuel shutoff valve to “OFF” position. Cut, remove and discard safety
wire (not shown) securing filter bowl assembly.
B. Using 13/16” wrench unscrew hex nut, (Item 1) bowl retainer. (Right hand
threads.)
C. Pull filter bowl (Item 2) straight off filter housing stud.
D. Using one thin ½” open end wrench, hold filter retaining nut (Item 3) while
loosening jam nut (Item 4) with second ½” wrench.
** CAUTION **
* * CAUTION * *
** CAUTION **
** CAUTION **
Protect all drain openings and fuel outlet screens when
applying sealant.
Any repair that breaks the fuel tank seal will necessitate resealing of that area of the tank.
Repair parts that need sealing must be installed and riveted during the sealing operation.
SEALING COMPOUNDS
CS 3204 A2 or B2 sealant meets AMS-S-8802 (formerly Mil-S-8802) standards. It is a
fuel resistant sealant use on integral “wet wing” fuel tanks as well as other areas subject
to contact with aircraft fuels, lubricants, oils, agriculture chemicals, water and/or
weathering. Thrush Aircraft Inc uses two grades; CS 3204 A2 which is thin, brushable,
and self leveling liquid and CS 3204 B2 which is a thixotropic paste that will not flow or
sag on overhead or vertical surfaces. Thrush Aircraft Inc recommends the use of
“Semkit®,” which are easy-to-use pre-measured 6 oz. Plastic tubes with a 4.5 oz. Fill of
product. When mixing materials packaged in bulk or when only a small quantity is
required, stir 10 parts by weight of the part “B” component into 100 parts by weight of the
part “A” component. Mix and stir both components until a uniform gray color is achieved.
There should be no white or black streaks in the properly blended material. Blend the
components slowly, as violent stirring will entrap air in the cured sealant. Do not thin CS
3204 with solvents. Thoroughly clean all surfaces to which CS 3204 is to be applied
immediately prior to sealant application. Cleaning shall be accomplished with clean lint-
free paper or cloth towels or small paintbrushes soaked with Acetone or Methyl Ethyl
Ketone and wiped clean. Always clean an area longer and wider than the width of the
finally applied sealant to insure maximum bonding. CS 3204 is also used to make and
seal all exposed stressed skin joints and overlap fillets, fiberglass to aluminum overlap
fillets and seal cockpit windows to prevent water and agriculture chemical entry into these
vital structures. CS 3204 is used to seal all bolts in hold-down and carry-through duty in
the chemical hopper. CS 3204 can be painted when cured. Alternate sealers for CS
3204 class A & B are PR-1422 class A & B and PR-1750 class A & B. For fast set up
times (20 minutes application life and cure time) “Quick Set” CS-3204 B1/4 or PR-1435
may be used as an alternate sealer anywhere on the aircraft. CS 3600 (Mil-S-4383C) is
used by Thrush Aircraft as a topcoat for all the above listed polysulfide sealers inside of
the Thrush’s integral fuel tanks. It is one part (no mixing), has the consistency of thin
syrup and can be painted on top of all previously sealed internal fuel tank seams. If CS
3600 is used, it must be allowed to air dry for 4 days minimum before being exposed to
fuel. “Semkit®” pre-measured cartridges can best be applied by use of either a Semco®
model 250 pneumatic or model 850 hand operated application gun. The Thrush Aircraft
factory uses the following nozzles: Semco® model Nos. 252 (2.5”, 1/16” orifice), 410 (4”,
1/32” orifice), or 440 (4”, 1/8” orifice). The plastic nozzle tip can be cut with a razor knife
to enlarge or modify the tips orifice size and shape to control the size and shape of the
material bead.
***WARNING***
LEAK SEALING
Determine the approximate location of the leak by visual inspection through the cover
plates in the lower surface of the wing. After leak area is determined, drain all fuel from
affected tank. See Section II for defueling procedures.
A. Remove the cover plates on upper surface of wing to repair the tank leak. Sealing
can be accomplished through these openings.
**CAUTION**
**CAUTION**
TROUBLESHOOTING
The trouble-shooting figure in this section discusses symptoms, which can be diagnosed
and interprets the results in terms of probable causes and the appropriate corrective
remedy to be taken. Review all probable causes given and check other listings of
troubles with similar symptoms. Items are presented in sequence, but not necessarily in
order of probability.
No fuel flow
when auxiliary Open or defective Check visually. If not open, check
pump is turned circuit breaker. continuity. Reset. Replace if defective.
on. (Continued)
Loose connections or Check connections and wiring. Tighten
open circuit. connections; repair or replace wiring.
Disconnect outlet line. With proper fuel
Defective auxiliary fuel supply to pump, fuel under pressure
pump. should flow from outlet. Replace
defective pump.
Check pump outlet during starting. See
Defective engine-driven
Section IV and replace fuel pump if by-
fuel pump by-pass
pass valve is defective or installed
valve.
backwards.
Check voltage and ground wire. If
Fuel flow
voltage is present and ground is good,
indicator No voltage to indicator.
replace indicator, maintaining the same K
inoperable.
factor.
To check transducer, remove four screws
holding wire housing to flow vane
Indicator comes housing. With battery power on, pass
Bad wires to transducer
on but will not screwdriver back and forth over wire
or defective transducer.
show fuel flow. housing pickups. You should get a
reading on indicator. If no reading,
replace units.
*NOTE
Any time you have to replace either the fuel flow indicator or
the transducer, you must be sure to have unit calibrated to
same K factor as set by manufacturer. It will cause bad
indications if mismatched K factors are installed together.
D. Assure side loading plumbing has been cleaned and there is no presence of water
or chemicals.
E. Install the 2" camloc female cap on the spray valve return inlet fitting located inside
the hopper gate box left hand side and lock wire.
F. Install cap on hopper outlet fitting and lockwire.
G. Hook up fuel line from cap to fuel selector valve. Make sure that the fuel line is
secured to aircraft structure and will not foul any moveable controls.
H. Service hopper with approved fuel.
** CAUTION **
** CAUTION **
I. Remove these instructions from the cockpit only after removal of the ferry fuel
system from the aircraft.
SECTION 6
LANDING GEAR, WHEELS & BRAKES
TABLE OF CONTENTS
**CAUTION**
F. With the gear supported, lower it down off and away from the dowel pin. It may
be necessary to pry the gear apart.
REMOVAL
(See to figure 6-1)
A. Remove fuselage skins as required.
B. Using a suitable Jack, jack and secure tail of aircraft, using jackpoint.
C. Remove outer dust cover (hubcap).
D. Remove cotter pin and axle castellated nut, then remove the tire/wheel
assembly, and be sure to capture the two- (2) P/N95435-11 spacers, located on
each side of wheel assembly.
E. Disconnect flex control lock cable at pivot arm and cable hold down clamp.
F. Disconnect centering springs from tail wheel centering arm assembly by
removing attach bolt.
* NOTE *
D. Inspect main spring leaf for corrosion and cracks. Replace leaf spring as
needed.
E. Inspect spindle housing assembly welds for cracks.
F. Inspect spindle housing assembly for cracks and corrosion.
G. Inspect lock pin and upper and lower lock plates for wear, corrosion, cracks, and
proper operation.
H. Inspect centering springs for corrosion, wear at ends, and for correct operation.
I. Inspect lock pin flexible cable and spring for corrosion and correct operation.
J. Inspect P/N95207-1 Acetal (Delrin®) lower support block spacer for wear and
cracks.
K. Inspect upper and lower leaf spring support blocks, and attachment hardware for
wear, corrosion, and cracks. Ensure that the leaf spring support blocks grips the
leaf spring tightly to prevent leaf spring movement fwd. and aft. Ensure flexible
sealant around contact edges of support blocks, lower support block spacer and
leaf spring is intact to prevent collection of potential corrosive material in this
area. Lubricate 2 ea. Trunnion Zerk (grease) fittings with MIL-G-81322
(Aeroshell 22).
L. Repair of the tail landing gear is limited to replacement of component parts,
bearings, bushings, smoothing out minor nicks and scratches, repainting chipped
or peeled areas.
E. Inspect lock pin lower plate and lock pin top plate assembly for cracks, corrosion
and damage.
F. Repair of tail gear sub-assembly is limited to reconditioning of parts such as
replacing bearings and bushings, smoothing out minor nicks and scratches,
repainting chipped or peeled areas and replacement of component parts.
INSTALLATION
(See Figures 6-1 & 1a)
The tail gear may be installed by reversing the removal procedures. Ensure that
trunnion is straight down (6 O’clock position) and that leaf spring support blocks grips
the leaf spring tightly to prevent movement fwd. or aft. (Add or subtract P/N 90056-26
washers/spacers (.063”) between upper and lower support blocks to achieve a tight grip
of leaf spring after bolts are properly torqued.) All bolts shanks and bolt holes are to be
coated with Snap-on™ General Purpose Antiseize lubricant or equivalent before
installation. Lubricate all bearings, bushings, and Zerk (grease) fittings with MIL-G-
81322 (Aeroshell 22) grease. Torque all hardware in accordance with TORQUE CHART
(figure 2-7) with the exception of the top spindle castellated nut and wheel/tire axle
castellated nut, which should be torqued as follows:
A. While manually rotating spindle, torque spindle castellated nut to 20 inch-pounds,
continue rotating spindle and back off to zero inch-pounds. While manually
rotating spindle, torque nut to 10 inch pounds. If not in locking position, advance
nut to next position, not to exceed 30º, and install cotter pin. Bend ends of cotter
pin around spindle castellated nut. Note: Spindle must rotate freely without
perceptible play.
B. For tail wheel axle castellated nut: While manually rotating wheel/tire, torque axle
castellated nut to 80 inch-pounds, continue rotating wheel and back off to zero
inch-pounds. While manually rotating wheel/tire, torque to 30 to 40-inch pounds.
Rotate axle castellated nut (clockwise or counterclockwise) to nearest slot and
cotter pin hole, and insert cotter pin. Bend ends of cotter pin around axle nut.
Note: Wheel/tire must rotate freely without perceptible play.
C. After the components have been installed, seal the contact edges where the
spring P/N 94135-1, upper support block P/N 94134-3, lower support block P/N
94134-5 and spacer P/N 95434-11 come together with a high quality flexible
silicone sealant or fuel tank sealant CS3204 B2 (AMS-S-8802 formerly MIL-S-
8802) to help block the collection of potential corrosive contaminants in this area.
D. Carefully lower aircraft to ground and remove Jack.
E. Recheck tire inflation pressure (6.00-6 8pr is 55psi) and install dust cover
(hubcap).
C. Assure lock pin is flush with bottom of lock pin cylinder when making final
adjustment to lock cable turn barrel.
D. Adjust top plate as required to assure straightforward travel of aircraft tail wheel
when tail gear is locked.
1. Bearing cup removal: Heat wheel half in an oven not exceeding 212°F
for 15 minutes. Remove wheel half from heat source and immediately
remove bearing cup by carefully tapping out evenly from the inside with a
fiber drift.
2. Bearing cup installation: Place wheel half in oven not exceeding 212°F
for 15 minutes. Chill new bearing cup in an atmosphere of -25°F to -65°F
for no less than 4 hours. Chilling can also be accomplished by placing the
bearing cup in dry ice for a minimum of 15 minutes. Dry cup thoroughly
and installed chilled bearing cup into bore of heated wheel half using a
thin coat of zinc chromate primer as a lubricate/protectant. Tap gently into
place with fiber drift making sure bearing cup is evenly seated against
shoulder of wheel half. Avoid cocking bearing cup during installation. If
bearing cup will not seat properly in wheel half, repeat above said
procedures or replace wheel half assembly.
G. Replace any wheel casting that is distorted, corroded, or has visible cracks.
* NOTE *
F. Remove bolts, washers and nuts and separate wheel halves. Guard valve stem
to avoid damage while removing tire and tube.
G. Remove brake disc from brake side of wheel. If disk sticks, pry out disc using
non-metallic instrument.
H. Remove bearing retainer snap ring, grease seal ring, and grease seal, spacer
and bearing cone from inboard side of wheel.
* NOTE *
B. Inspect bearing cones for nicks, scratches, water staining, spalling, heat
discoloration, roller wear, cage damage, cracks or discoloration.
C. Inspect wheel-bearing grease for contamination and solidification (see Inspection
Intervals Chart in Section II). When repacking wheel bearings, use MIL-G-81322
(Aeroshell 22).
D. Inspect wheel halves for cracks, corrosion and other damage. A cracked or
badly corroded casting should be replaced. Small nicks scratches or pits can be
blended out using fine 400-grit sandpaper.
E. Inspect snap rings and grease seals for distortion or wear. Replace parts, if
damage or deformed. Saturate grease seal felts with SAE 10 oil (do not soak).
F. Inspect bearing cups for looseness, scratches, pitting, corrosion, or evidence of
overheating. The bearing cups are pressed into the wheel halves and should not
be removed unless replacement is necessary due to the above conditions. If
replacement is necessary, proceed as follows:
1. Insert wheel half into boiling water for one (1) hour or place it in an oven at
250 degrees Fahrenheit for 30 minutes.
2. Remove wheel half from source of heat and invert wheel half. If bearing
cup does not drop out, tap the bearing cup evenly from the axle bore with
a fiber drift pin or suitable arbors press.
3. When replacing a bearing cup, repeat step 1., and chill bearing cup in dry
ice for a minimum of 15 minutes.
4. Remove wheel half from source of heat and bearing cup from the dry ice.
5. Dry the chilled bearing cup and coat its contacting surfaces with zinc
chromate primer.
6. Install the chilled bearing cup into the bearing bore of the heated wheel
half. Tap bearing cup gently and evenly into place, using a fiber drift pin
or suitable arbor press.
G. Inspect wheel brake disc assembly for cracks, excessive wear or scoring, rust
and corrosion. Remove corrosion and blend out small nicks using fine (400 grit)
sandpaper. Replace brake disc if worn below wear limit of .395 inch (see Fig. 6-
2). Coning of disc in excess of 0.015 inch is cause for replacement of disc (see
Fig. 6-3).
H. Inspect self-locking nuts for self-locking feature. Replace nuts if they can be
turned onto the bolt past the self-locking section by finger.
J. Inflate tube until beads seat on wheel flanges. Remove valves core and allow
tube to deflate.
K. Install valves core and inflate tires from 40 to 60 psi. Check to assure valve stem
does not leak before installing valve cap.
L. Lubricate washer and axle nut (see Section II Servicing). Install wheel assembly
on axle and secure with washer and axle nut.
M. While manually rotating wheel, torque axle nut to 80 inch-pounds, continue
rotating wheel and back off to zero inch-pounds. While manually rotating wheel,
torque to 40-inch pounds. If nut is not to locking position, advance to next
position, not to exceed 30 degrees, and install cotter pin.
N. Install hubcap and hubcap retaining ring.
O. Install brakes back plate assembly and torque bolts to 60 inch-pounds. These
bolts are self-locking and should be inspected for the self-locking feature.
Replace bolts if the self-locking feature is damaged or destroyed.
P. Wheels may be repainted if the parts have been repaired and thoroughly
cleaned. Paint exposed areas with one coat of zinc primer and one coat of
aluminum lacquer.
* NOTE *
SERVICING
MEASURING BRAKE LINING WEAR AND BRAKE LINING TYPES
(See latest edition of Cleveland Manual number AWBCMM0001-5 for pertinent details.)
Metallic or Non-asbestos Organic brake linings are used in different brake assemblies
on the Turbo Thrush. The minimum wear thickness for replacement of both metallic and
organic linings is 0.100 inch (2.54 mm) (refer to Fig. 6-2 & 2A). Note: Metallic and
Organic brake linings are not interchangeable, see next two paragraphs to properly
identify the two different type brake linings.
The metallic brake lining is a sintered metal composition and is attached by torque pins
which press fit into the back surface (steel carrier plate) of the lining. The holes for the
pins are not visible on the lining surface unless the lining is worn beyond its wear limit
(refer to Fig. 6-2a). Metallic brake linings are used with P/N 164-22202 brake disk that
are .562” nominal new, .537” minimum (worn out), this disk can be easily recognized by
it having 6 each out-gassing slots around its periphery.
The non-asbestos Organic brake lining is identified by its semi hard composition and
rivets used to attach the lining to the pressure plate or back plate. The rivet holes are
visible on the lining. (Refer to Fig. 6-2a) Organic brake linings are used with P/N 164-
05806 brake disk that are .425” nominal new, .395” minimum (worn out), this disk can
be easily recognized by it being a solid disk.
Once it is determined which type lining is being replaced, follow the appropriate
instructions listed below.
* NOTE *
D. Install insulator shims (typically used with metallic lining) and spacers as
applicable.
E. Slide back plates between brake disc and wheel/tire and install back plate
attachment bolts and washers into back plates.
F. Torque brake assembly back plate tie bolts to 60 inch-pounds. Two different
types of back plate tie bolts are used. The patch lock bolt (nylon material
embedded in threaded end) will required replacement 6 to 8 installations or
whenever the bolts can be run in past the locking feature by use of fingers only.
Bolts with drilled heads require safety wire after torquing.
This conditioning procedure will wear off high spots and generate sufficient heat to
create a thin layer of glazed material at the lining friction surface. Normal brake usage
should generate enough heat to maintain the glaze throughout the life of the lining.
Properly conditioned linings will provide many hours of maintenance free service. A
visual inspection of the brake disc will indicate the lining condition. A smooth surface,
one without grooves, indicates the linings are properly glazed. If the disc is rough
(grooved), the linings must be reglazed. The conditioning procedure should be
performed whenever the rough disc condition is observed. Light use, such as in taxiing,
will cause the glaze to be worn rapidly.
This conditioning procedure will wear off high spots and generate sufficient heat to
create a thin layer of glazed material at the lining friction surface. Normal brake usage
should generate enough heat to maintain the glaze throughout the life of the lining.
Properly conditioned linings will provide many hours of maintenance free service. A
visual inspection of the brake disc will indicate the lining condition. A smooth surface,
one without grooves, indicates the linings are properly glazed. If the disc is rough
(grooved), the linings must be re-glazed. The conditioning procedure should be
performed whenever the rough disc condition is observed. Light use, such as in taxiing,
will cause the glaze to be worn rapidly.
* NOTE *
H. Inspect brake cylinders for cracks, nicks, corrosion and damaged threads.
Inspect inlet and outlet hydraulic ports for foreign contaminates. Examine
cylinder walls for scoring or excessive wear. Blend and polish light scratches in
piston cavities with fine emery cloth, 600 grit. Castings that are cracked or have
damaged threads should be replaced.
I. Inspect anchor bolts for cracks, corrosion, permanent set and excessive wear.
Replace bolts that are bent, cracked or severely corroded.
J. Inspect pistons for cracks, nicks, burrs, or excessive wear. Remove burrs and
blend out nicks, using fine emery cloth 600 grit, and clean thoroughly.
K. Inspect pressure plate assembly for cracks, damaged pins and excessive warped
contours. Replace pressure plate if cracked or severely deformed. Replace
cracked or deformed pins.
L. Inspect brake cylinder bolts for cracks, damaged threads, and self-locking feature.
Replace bolts that are cracked, bent or have damaged threads.
M. Inspect brake linings for cracks, edge chipping, and surface deterioration.
Linings should be replaced when worn to a thickness of 0.100 inch.
*NOTE*
N. Inspect torque plate for cracks, nicks, burrs, rust, excessive wear and brine ling
in bolt holes. Replace torque plate if cracked or severely deformed.
O. Clean repaired surfaces and areas of the brake assembly from which paint has
been removed.
P. Paint exposed areas with one coat of zinc primer and one coat of aluminum
lacquer.
** CAUTION **
Q. Check the wheel brake disc. See procedures under Inspection of Main Wheel
Assembly.
INSTALLATION
To install the brake master cylinders, reverse the removal procedures and fill and bleed
BRAKE BLEEDING
To bleed the brakes proceed as follows:
A. Place parking brake control in OFF position.
* NOTE *
B. Prepare a piece of 5/32” clear plastic (preferred) or rubber (any color) tubing at
least 12 inches long. Remove bleeder screw dust cap. Install one end of hose
onto bleeder screw.
C. Place free end of hose in a clean glass receptacle containing enough hydraulic
fluid to cover end of hose. End of bleeder hose must be submerged at all times
to properly check for air bubbles and prevent entry of air into hydraulic system.
D. Apply brake pressure and open bleeder screw approximately 1/3 to ½ turn, close
bleeder screw before releasing brake pressure to avoid reentry of air into brake
system. Repeat this procedure until system is free of air.
E. Tighten bleeder screw, remove rubber hose and replace dust cap.
F. Repeat bleeding procedure for opposite brake.
ORGANIC BRAKE LININGS. Organic brake linings are used with P/N 164-05806 brake disk [.425”
nominal new, .395” minimum (worn out)], this disk can easily recognized by it being a solid disk.
METALLIC BRAKE LININGS. Metallic brake linings are used with P/N 164-22202 brake disk [.562”
nominal new, .537” minimum (worn out)], this disk can easily recognized by it having 6 each out-gassing
slots around its periphery.
1 The split shall not occur inside the crest of the clenched surface.
2 No more than two splits shall occur in a 90° area.
3 A total of no more than three splits shall be allowed.
SECTION 7
FLIGHT CONTROLS
TABLE OF CONTENTS
WINGS........................................................................................................................13
WING REMOVAL .................................................................................................. 13
WING INSTALLATION .......................................................................................... 15
MODIFIED WING INSTALLATION PROCEDURE FOR S2R AIRCRAFT WHICH
HAVE TO HAVE THE WING ATTACH ANGLES REPLACED. ............................. 18
CONTROL SYSTEM TROUBLESHOOTING CHART................................................ 20
AILERON SYSTEM ............................................................................................... 20
FLAP SYSTEM...................................................................................................... 20
RUDDER SYSTEM ............................................................................................... 21
ELEVATOR SYSTEM............................................................................................ 22
ELEVATOR TRIM SYSTEM .................................................................................. 23
Figure 7-1: Control Stick Installation ................................................................ 24
Figure 7-2: Aileron Control System .................................................................. 25
Figure 7-3: Rudder-Aileron Interconnect Springs ............................................. 26
Figure 7-4: Flap Actuator Motor ....................................................................... 27
Figure 7-5: Flap Actuating Mechanism............................................................. 28
Figure 7-6: Flap Down-stop Installation............................................................ 29
Figure 7-7: Rudder Pedal Installation............................................................... 30
Figure 7-8: Rudder Control System.................................................................. 31
Figure 7-9: Rudder Control Rigging ................................................................. 32
Figure 7-10: Elevator control System ............................................................... 33
Figure 7-11: Elevator Trim Tab Linkage ........................................................... 34
Figure 7-12: Horizontal Stabilizer Attachment .................................................. 35
Figure 7-13: Empennage Attachment .............................................................. 36
Figure 7-14: Wing Attach Angle Attachment to Spar........................................ 37
Figure 7-15: Wing Spar Center Splice.............................................................. 38
Figure 7-16: Wing Splice Attachment to Fuselage Frame ................................ 39
Table 7-1: Wing Splice Fittings Torque Chart................................................... 40
Figure 7-16: Attaching Wing Attach Angles to Fuselage Frame....................... 41
FLIGHT CONTROL STATIC BALANCE LIMITS ....................................................... 41
TABLE 7-2: Static Balance Limits .................................................................... 42
FLIGHT CONTROLS
GENERAL DESCRIPTION
The aircraft is equipped with flight control surfaces consisting of ailerons, elevators,
rudder, wing flaps, elevator tabs, rudder trim tabs and aileron trim tabs. The ailerons and
flaps are an all-metal construction. The empennage is of an all-metal construction
consisting of horizontal stabilizer, vertical stabilizer, rudder and elevators. Control of the
ailerons, elevators and rudder are provided through a control stick and rudder pedals. A
switch located on the back of the throttle quadrant controls the electrically actuated flaps.
A lever located on the left side of the cockpit manually controls the elevator trim tabs.
Fixed, ground adjustable trim tabs are located on the rudder and both ailerons. The
control stick and rudder-brake pedals are mechanically interconnected to the push tubes,
push rods, bell cranks, cables and torque tube which actuate the primary flight controls.
Control cable pulley brackets are provided with guards to prevent the cable from jumping
the pulley groove. The all-metal, electrically actuated wing flaps provide additional lift for
shorter takeoff distances and slower landing speeds. Wing flaps may be positioned at
any setting between up and down by intermittent operation of the flap switch.
CONTROL STICK
The control stick, which is supported by bushings and bearings, is attached to the torque
tube located on top of the cockpit floor. A series of push tubes, push rods and bell cranks
form solid connections between the control stick and the ailerons. The control stick
activates the elevators through push tubes, bell crank, idler and elevator horns. The
control stick forks and torque tube may be removed for replacement of bearings and
bushings.
AILERONS
An all-metal aileron is installed outboard of each wing flap. Each aileron operates on
bearing hinges and is attached to the aft wing spar at three points. One balance weight is
installed in the outboard leading edge of each aileron to prevent flutter.
* NOTE *
The aileron control is driven by a single push rod from the control stick torque tube to a
vertical bell crank at the right side of the fuselage (See Figure 7-2). A short push rod
connects the bell crank to a vertical idler in the left side of the fuselage. In each wing, the
inboard push tubes connect between the bell crank and idler in the fuselage to the aft side
of a bell crank near the inboard end of the aileron. From the forward side of this bell
crank, the outboard push tube connects to the forward arm of the drive bell crank located
at the aileron mid span. The short arm of the drive bell crank is connected to a push rod
that drives the aileron. The ailerons are also connected to the rudder controls by spring-
loaded cables that enable the ailerons to be activated in conjunction with the rudder. This
provides a safety factor. In case the aileron system becomes inoperative, the rudder
system will lift the aileron. (Fig. 7-3)
AILERON REMOVAL
A. Disconnect push rod at aileron. Do not change position of rod end on push rod.
B. Remove aileron hinge bolts.
C. Remove aileron from aircraft.
AILERON INSTALLATION
Installation of the aileron is the reverse of the removal procedure. In the event push rod
length has been altered, streamline trailing edge of opposite aileron with trailing edge of
wing and flap and secure with a temporary lock. Adjust push rod length to align attaching
bolt hole with hole in aileron hinge fitting, when aileron is in neutral position. Recheck
aileron rigging.
AILERON RIGGING
Assure the ailerons are attached and the system push tubes are assembled, except for
the two lateral push rods in the fuselage. Ensure that flaps have been rigged. Rig the
ailerons as follows:
A. Clamp the ailerons at the trailing edge of the wing tip in the neutral position.
Ailerons are in neutral when ailerons are 1/8" below flap trailing edge.
B. Adjust the length of the push rod from aileron outboard wing bell crank until
inboard wing bell crank is perpendicular to the rear spar, both sides. This can be
checked through the inspection holes just forward of the rear spar.
C. Attach the lower, lateral fuselage push rod between the left fuselage idler bell
crank and the right fuselage bell crank, adjusting the length of the rod to fit those
items.
D. Install the upper, lateral fuselage push rod from right fuselage bell crank to control
stick torque-tube fitting. Adjust the length of this push rod to center the control
stick.
E. Clamp control stick in center position and free clamps on aileron. Set trailing
edges of ailerons 0.125-inch below trailing edge of flap trailing edge by lengthening
push rod from aileron to outboard wing bell crank.
F. Adjust and lock the aileron stops, accessible through the inspection holes forward
of the aileron, for the required travel. Aileron up travel should be 21 (±1) degrees
and down travel should be 17 (±1) degrees.
G. Go back through system and lock all check nuts.
H. To adjust the springs in the rudder-aileron interconnect system, clamp the rudder
and ailerons in the neutral position and adjust the turnbuckles until the springs are
the same length.
WING FLAPS
Wing flaps installed on the S2RHG-T65 are of an all-metal construction and hinged on
ball bearings. Each flap extends outboard from the fuselage to the aileron and is
attached to the aft wing spar by four (4) stainless steel hinges. A switch located on the aft
of the throttle quadrant electrically controls the flap operation. Movement of the flaps is
by a torque tube located below the cockpit floor and rotated by an electric motor-driven
jackscrew. Push rods attached to the arms of the torque tube moves the flaps to the
desired position. The flaps have been completely sealed against chemical spray.
FLAP REMOVAL
A. Disconnect flap push rod at flap. Do not change position of rod end on push rod.
(See Figure 7-5)
B. Remove flap hinge bolts.
C. Remove flap from aircraft.
FLAP INSTALLATION
Installation of the flap is the reverse of the removal procedure. In the event push rod
length has been altered, the flap will have to be completely re-rigged.
FLAP RIGGING
A. With the master switch “ON,” fully retract the flaps (up flaps) with the flap switch.
B. Disconnect the flap push – pull rods at the torque tube arms.
C. Hold a straight edge on the wing lower surface at wing station 49.0 (approximately
24 inches outboard of the fuselage side). In the properly rigged flap “up” position,
the straight edge should contact the lower surface of the wing, front spar, the flap
trailing edge and the lower surfaces.
D. Adjust the flap push-pull rods to the proper length and connect them to the torque
tube arms.
E. Shorten the length of the maximum travel limit bolt located on the right side of the
fuselage adjacent to the torque tube.
F. With the flap switch, lower the flaps to the fully extended position.
G. Using a propeller protractor or equivalent instrument to measure the flap angular
travel, adjust the down micro-switch located on the vertical shaft adjacent to the
jackscrew to achieve 15 (+/-1) degrees. Retract and extend the flaps after each
adjustment to verify proper adjustment.
H. With the flaps in the fully extended position, adjust the maximum travel stop bolt so
that there is a 0.060” to 0.100” gap between the bolt head and the stop pad (See
Figure 7-6).
I. Retract the flaps with flap switch and turn the master switch “OFF.”
J. Tighten and torque all hardware to the specifications called out in Section II of this
manual.
RUDDER
The metal-covered rudder is attached to the vertical stabilizer at three hinge points. The
rudder control cable is connected directly from the rudder horn to the rudder pedal
adjustment channels. The left and right rudder cables route from the adjustment
channels aft around pulleys where they pass through the fuselage side skins and attach
to adjustment straps on the rudder horn. A spring-loaded balance cable is routed
between the pedal adjusting channels and forward around pivoted pulleys located on the
hopper rear wall. The rudder controls are interconnected by springs to the aileron system
so that a wing may be lifted with rudder alone. This feature provides a convenience
during cross-country flight and is an added safety feature in case the aileron system
becomes inoperative. (Fig. 7-3)
RUDDER REMOVAL
A. Disconnect rudder cables from rudder horn.
B. Remove attaching hardware from rudder hinge points.
C. Remove the rudder from the aircraft.
RUDDER INSTALLATION
A. Place rudder on hinge points.
B. Install the hardware in the hinge.
C. Attach rudder cables to rudder horn.
D. Check rudder operation to determine that no friction or binding is evident.
E. Readjust control cables and rudder stops as required per rigging instructions.
RUDDER RIGGING
A. Position the rudder pedals at mid-adjustment position in the adjustment channel.
B. Center and lock the rudder.
C. Adjust the turnbuckles in each rudder cable, at fuselage station 175.12, to bring
the rudder pedals approximately 11.00 inches from the back of the hopper.
* NOTE *
ELEVATORS
Each elevator is attached to the rear spar of the horizontal stabilizer at three hinge points.
The control stick is connected to the elevators through the use of a bell crank, idler, push
tubes and elevator horn. The right and left elevators are attached to a common elevator
horn. (Fig. 7-10)
ELEVATOR REMOVAL
A. Disconnect aft push tube from elevator horns.
B. Disconnect the trim tab push rod at elevator trim-tab.
C. Remove hardware attaching both of the elevators horns together.
D. Remove all hinge bolts from leading edge of elevator.
E. Remove the elevator from aircraft.
ELEVATOR INSTALLATION
A. Position elevator on aircraft.
B. Attach the elevator to the horizontal stabilizer.
C. Bolt the two elevator horns together.
D. Connect aft push tube to elevator horns.
E. Connect trim-tab push rod at elevator trim.
ELEVATOR RIGGING
The aft push tube will have to be disconnected from elevator horns for adjustment.
A. Set the forward stop on the control stick so the stick is approximately seven inches
from the hopper when in full forward position.
B. Set the elevator to its full down travel of 17 (±1) degrees and adjust the aft end of
push tube at the elevator horn to match that position. Connect push tube to
elevator horn.
*NOTE *
** CAUTION **
C. Set the elevator at the full up travel of 27 (±1) degrees and adjust the aft stop on
the control stick to match this position.
D. Tighten the lock nut against the rod end bearing at the elevator horn.
*NOTE *
F. Measure free-play of the tab at the trim tab horn attaching point. The total
maximum free play should not exceed 0.125-inch.
EMPENNAGE
The vertical stabilizer, rudder, horizontal stabilizer and elevators are constructed of Alclad
aluminum. All stabilizers are connected to the fuselage structure by bolts and supported
by adjustable struts. Rudder and elevators are attached to the stabilizers by hinges
containing sealed bearings.
EMPENNAGE REMOVAL
A. Remove rudder and elevators from stabilizer as outlined in this section of the
manual.
B. Remove horizontal struts, being sure to mark left and right. (The top of the struts
can be identified by a small rectangular section of weld line at the V-end of the aft
tube.)
** CAUTION **
EMPENNAGE INSTALLATION
A. Install horizontal stabilizer with AN6-46A bolts on forward attaches with one each
bushing (P/N 9040-018) (9/16” long) between horizontal stabilizer and forward
fuselage attach fitting. Place one each bushing (P/N 9040-108) (1 ¼” long)
between the aft stabilizer attach fitting and the fuselage fitting and install AN6-44A
bolts. Torque bolts to 350-380 inch-pounds of torque. Check that the cord line of
the horizontal stabilizer is -0.50º ± .25º (this means nose-down) relative to the
leveling longeron used for weight and balance (under the cockpit) (see figure 7-
12). Use up to 3 ea. AN960-616 washers under either the fwd or aft bushings to
achieve the required incidence angle.
B. Install left and right struts using the strut/plates and AN5-6A bolts on lower attach
(strut to fuselage) and AN6-12A bolts on upper attach (strut to horizontal). Install
rudder lock plate on left lower strut attach; tighten all bolts and nuts.
When installing a new strut or new strut parts, accomplish as follows:
With new strut(s) adjust fork ends as required to bring the strut as close as
possible to lower fuselage attach without touching. The strut should be centered
fore and aft with fork ends. The forks should be shimmed with a P/N 40024-3
spacer and P/N 21194 washers as required (different thicknesses are available)
and at least one P/N 21194-C copper crush washer. Then torque to 160 - 190
inch-pounds and align with attach points simultaneously. The lower strut/plates
can now be trimmed to fit if needed and drilled with a .312 (5/16") drill bit and
bolted into place using AN5-6A bolts. If only re-torque is required and torque
cannot be achieved with old shims, the replacement of the copper crush washer
only should be sufficient to regain correct torque (100-140 inch-pounds) and
proper angle for alignment.
C. Install left and right elevator using P/N 40065-1 spacer, AN4-12A bolt and AN4-
11A bolts in center and outboard hinges. Connect elevator control arm and check
travel 27° ±1° up and 17°±1° down.
D. Connect elevator trims tabs and check for proper travel.
E. Vertical Stabilizer: Install forward attachment loosely with NAS6207-68 bolt. Using
either no shims (normal) or if a gap exist, use one or more of the following P/N
21209T001 (.125”) and/or P/N 21209T002 (.250”) shim(s) at upper attach and P/N
21208T001 (.125”) and/or P/N 21208T002 (250”) shim(s) at lower attach. Install
hardware upper and lower and navigation light ground wire (lower attach); tighten
all vertical fin hardware per torque table (See Figure 2-7). Using a string pulled
tight through upper rudder hinge and lower rudder hinge, check hinges for
alignment fore, aft, left and right. It is permissible to add (1) P/N 40207T005
(.050”) or 40207T007 (.063”) between the center hinge bearing housing and
vertical fin rear spar to achieve proper alignment.
*NOTE *
F. Install the wire deflector cable and allow sufficient turnbuckle travel to permit
tensioning of the deflector cable. Attach and tension cable to 35 ±3 Lbs.
G. Install the rudder using AN4-11A bolts; connect navigation light ground wire to
rudder horn bolt, and connect navigation light power wire. Install rudder cables
and check travel 22°±1º left and right from center.
WINGS
WING REMOVAL
(See Figures 7-14 & 7-15)
A. Park the aircraft in a closed door hangar and secure the aircraft for maintenance.
B. Disconnect the batteries and external power sources.
C. Gain access to the wing splice area by removing the wing root fairings and the
necessary aircraft side and belly panels. Disconnect the electrical, fuel, spray and
flight control systems at points appropriate for wing removal. Remove the spray
pump and bracket.
D. Support the weight of the wings at the jack points located approximately eight feet
from the wing tips and under various wing ribs to prevent wing movement when
the attach bolts are removed.
E. Remove the bolts holding the rear spar to the fuselage, one place on each wing.
F. Remove the ¼ inch bolts securing the left and right wing, inboard and outboard
attach angles to the spar webs, 12 places on each wing.
G. Back the locknuts off of the NAS bolts in the splice fittings far enough to conceal
the end of the bolt threads. Spray the bolt shanks with WD-40 or an equivalent
lubricant.
H. Remove the eight each ¼ inch bolts securing the two each U-shaped Clevis (part
number 22506-11) to the tube nuts and remove the two clevises (See Figure 7-
16). Loosen the lower splice fitting tube nuts. As the nuts are loosened, the bolts
will back out of the holes. Once the tube nuts are off of the lower bolts, loosen the
upper tube nuts to back them out of the holes. If one of the bolts does not move,
rethread the tube nut onto this bolt and place a spacer between the opposite end
of the tube and the spar cap (or NAS bolt). Proceed, once again, to loosen the
tube nut and back the bolt out of the hole. Remove tube nuts after obtaining
sufficient clearance.
** CAUTION **
*NOTE *
Adjusting the angle of the wings with the wing jacks may
assist in wing bolt removal.
I. Place an aluminum block on the smallest nut and with a 4X rivet gun, drive the nut
flush to the lower splice fitting. Proceed in a similar manner with the remainder of
the bolts working from the smallest to the largest.
J. Remove all of the nuts and tube nuts from the lower NAS bolts. Place the
aluminum block on the threaded end of the smallest bolt and with the 4X rivet gun,
drive it flush with the lower splice fitting. Proceed in a similar manner with the
remainder of the bolts working from the smallest to the largest.
K. Using a suitable phenolic or soft metal drift, drift out the NAS bolts from the lower
splice fittings and lower spar cap with a 2X rivet gun working from smallest size
bolt to largest size.
L. Pry the lower half splice fitting off the NAS bolts by tapping phenolic, hard plastic
or aluminum wedges between the lower splice fitting and the lower spar cap.
Remove the lower half of the lower splice fitting. In a similar manner, remover the
upper half of the lower splice fitting.
M. Place the aluminum block on the threaded end of the smallest bolt in the upper
splice fitting and with a 4X rivet gun, drive it flush with the spar cap. Proceed in a
similar manner with the remainder of the bolts working from the smallest to the
largest.
N. Remove all of the nuts and tube nuts from the upper NAS bolts. Place the
aluminum block on the threaded end of the smallest bolt and with the 4X rivet gun,
drive it flush with the upper splice fitting. Proceed in a similar manner with the
remainder of the bolts working from the smallest to the largest.
O. Using a suitable phenolic or soft metal drift, drift out the NAS bolts from the upper
splice fittings and upper spar cap with a 2X rivet gun working from smallest size
bolt to largest size.
P. Pry the lower half splice fitting off the NAS bolts by tapping phenolic, hard plastic
or aluminum wedges between the lower splice fitting and the upper spar cap.
Remove the lower half of the upper splice fitting. In a similar manner, remover the
upper half of the upper splice fitting.
Q. Remove the bolts securing the center wing splice plate to the right wing. The
splice plate will remain attached to the left wing.
R. Slide the wings directly away from the fuselage lifting the wing roots sufficiently to
clear the fuselage lower longerons.
S. Discard all used nuts, bolts and washers.
WING INSTALLATION
(See Figures 7-14, 7-15, 7-16 & Table 7-1)
To install the wings, proceed as follows using all new nuts, tube nuts, bolts and washers:
* NOTE *
All bolt shanks and bolt holes are to be coated with Snap-
On™ General Purpose Antiseize lubricant or equivalent
before installation.
A. If the landing gear is not installed, support the fuselage at a convenient height
using jacks at the landing gear attach points, left and right, and at the aft jack point.
B. On the left wing, install the outboard wing attach angle on the main spar web with
NAS1104-16 bolts, ¼ inch AN960 and MS20002C washers and MS21042 nuts.
Torque the MS21042 nuts per Table 7-1, six places.
** CAUTION **
C. On the left wing, install the center splice plate if removed, to the spar web and
install the 3/16” and ¼” bolts and c/s screws, AN960 and MS20002C washers and
MS21042 nuts per Figure 7-15. Torque the MS21042 nuts per Table 7-1, 39
places.
D. Elevate the left wing and place it in position. Butt the wing attach angle squarely
against the fuselage vertical wing attach tube assembly. Locate the rear spar
fitting into the fuselage attach fitting and install the 7/8” bolt, AN960 washers and
MS21044N nut. Bring nut up snug but not to final torque.
E. Support the wing at the wing jack point on the front spar, approximately 8 feet
inboard of the wing tip.
F. Rest the inboard end of the main spar on the lower longeron with a ½ inch
temporary spacer between.
G. Install the left wing inboard attach angle on the main spar web with NAS ¼ inch
bolts, AN960 and MS20002C washers and MS21042 locknuts (See Figure 7-16).
Torque the locknuts per Table 7-1, 6 places.
H. Align the bolt holes in the wing attach angles with the holes in the fuselage vertical
wing attach tube. Install one AN 5/16” bolt in the top hole and secure with an
AN960 washer and AN365 locknut. Install locknut finger tight.
I. On the right wing, install the outboard wing attach angle on the main spar web with
NAS ¼ inch bolts, AN960, and MS2002C washers, and MS21042 locknuts.
Torque the MS21042 nuts per Table 7-1, 6 places.
J. Elevate the right wing and place in position with the 1/2 inch temporary spacers as
was done with the left wing. Align the holes in the right wing spar web with the
holes in the center splice plate. Install the 3/16” and ¼” bolts and nine each
countersunk screws with heads forward and secure with AN960 and MS20002C
washers and MS21042 locknuts. Bring the nuts up snug and torque only those
which will be inaccessible when the splice fittings are installed.
K. Install the right wing inboard attach angle on the main spar web with NAS ¼ inch,
AN960 and MS20002C washers and MS21042 locknuts. Torque the locknuts per
Table 7-3, six places.
** CAUTION **
L. Lubricate the 12 NAS wing splice attach bolts and the holes in the upper splice
fittings, (top and bottom halves) with Antisieze. Position the upper plate part
number 20242-2 on top of the top splice fitting and insert the two large NAS bolts
with MS20002C countersunk washers. Be sure to mate the countersunk portion of
the washer with the head of the bolt. Insert the remaining 10 NAS bolts with their
respective holes and position all 12 bolts flush with the bottom of the fitting.
** CAUTION **
Use extreme care to avoid damaging the spar cap and the
surface finish of the holes through the spar cap.
M. Apply Antiseize to the matching holes in the upper spar cap and place the top
splice fitting into position. Move the wings as required and press the bolts through
the holes in the upper spar cap.
N. Place the upper splice fitting (bottom-half) into position and press it upward over
the bolts. Install MS20002 (no countersink) washers (12 places) and bring the
22506-7 tube nuts (two places) and the MS21044N nuts (10 places) up snug but
not to full torque.
** CAUTION **
Use extreme care to avoid damaging the spar cap and the
surface finish of the holes through the spar cap.
O. Correctly position the lower plate part number 22514-1 on bottom of lower splice
fitting (bottom) and insert two large one inch NAS bolts with MS2002C
countersunk washers with chamfer towards the bolts hexagonal head. Place
(upper) lower splice fitting on top of lower spar cap. Push lower bottom splice
fitting with large bolts until flush with lower wing spar and through upper splice
fitting. Install and snug tube nuts but not full torque. Install the remaining NAS
bolts in the lower splice fittings starting with the largest bolts working to the
outboard
P. Align the holes in the wing attach angles (left and right wings) with the holes in the
fuselage vertical wing attach tubes and install the remaining seven AN 5/16 inch
bolts with AN960 washers and MS21044N nuts. Bring the locknuts up snug but
not to full torque.
Q. Torque all locknuts on the NAS ¼ inch bolts through the spar web and splice
plates per Figure 7-3, 39 places.
R. Torque the tube nuts and the MS21044N locknuts on the NAS bolts through the
upper and lower splice fittings per table (Figure 7-3), four places and 24 places,
respectively.
S. The upper and lower tube nuts are joined together by u-shaped clevises (part
number 22506-11). The tube nut connection will require the use of Thrush Aircraft
Inc tool part number ESK681-1 or equivalent in drilling and locating the .25”
diameter holes. After drilling deburr all holes, and install clevises with eight each.
H. Remove the angle and check to confirm that the mark for the bottom hole is at
least 5/8 (2X hole diameter) inch away from the edge of the angle. If it is not, file
the bottom edge of the angle which comes into contact with the lower spar cap in
such a manner as to allow the angle to be lowered and yet provide clearance with
the lower spar cap. Repeat the hole transfer procedure and recheck for edge
distance.
I. Drill the four 5/16 inch holes through the outboard wing attach angles.
J. Place the inboard attach angles back to back against the outboard angles. Align
and clamp the two angles and transfer drill the 5/16 inch holes through the inboard
angles.
K. Temporarily install the four wing attach angles to the fuselage down tubes and
torque the 5/16 inch nuts and bolts to specification.
L. Again sight through the ¼ inch bolt holes through the main spar web and confirm
that the black lines appear symmetrical between the left and right wings.
M. Transfer the location of the ¼ inch holes to the four wing attach angles, using the
main spar web as an index. A few holes may be drilled and bolts installed to keep
the spar web flush with the forward face of the angles for transfer accuracy. Use
caution not to enlarge the holes through the spar web.
N. Remove the four attach angles and drill and ream the ¼ inch holes at the marked
locations with a drill press or milling machine (.250”/.254”). Debur all holes.
O. Reinstall the wing attach angles and torque all nuts and bolts to the specification
called out in Figure 2-7.
P. Remove the ½ inch temporary spacers between the lower longeron and the lower
spar cap.
Q. Release the wing supports and check the wing dihedral for 3 ½ degrees.
R. Complete the wing installation by making the necessary connections in the
electrical, fuel, pitot, and flight control systems.
AILERON SYSTEM
FLAP SYSTEM
Defective electrical
Replace defective wires.
circuit.
Stripped or broken
Replace jackscrew assembly.
jackscrew on flap motor.
RUDDER SYSTEM
Excessive resistance to
Rudder binding caused
rudder pedal movement. Replace rudder horn.
by bent rudder horn.
(Continued)
Rudder pedal needs
Lubricate as required.
lubrication.
Cables not in place on
Install cables correctly.
pulleys.
ELEVATOR SYSTEM
Torque Table for NAS Fasteners Through Wing Center Splice Fittings,
Splice Plates, and Wing Attach Angles ONLY
Table 7-1: Wing Splice Fittings Torque Chart
“HIGH SPEED” ELEVATOR ASSY P/N 40058T503 “L/H” or T504 “R/H”: INCH-
POUNDS OF IMBALANCE FROM HINGE LINE, TRAILING EDGE HEAVY.
INCH POUNDS
CONDITION MINIMUM MAXIMUM
MANUFACTURING 3 16
FIELD REPAIR 3 18
“HIGH SPEED” AILERON ASSY P/N 52081T091 “L/H or T092 “R/H”: INCH-POUNDS
OF IMBALANCE FROM HINGE LINE, TRAILING EDGE LIGHT (AILERON INVERTED
“FLAT SIDE FACING UP”).
INCH POUNDS
CONDITION MINIMUM MAXIMUM
MANUFACTURING 4.6 6.6
FIELD REPAIR 3.6 6.6
SECTION 8
INSTRUMENTS
TABLE OF CONTENTS
INSTRUMENTS .............................................................................................................. 2
GENERAL DESCRIPTION ........................................................................................ 2
INSTRUMENT SYSTEM MAINTENANCE................................................................. 2
FLIGHT INSTRUMENTS ........................................................................................... 2
PITOT-STATIC SYSTEM........................................................................................... 2
MAINTENANCE ................................................................................................... 3
INSPECTION AND LEAKAGE TEST ................................................................... 3
ALTIMETER............................................................................................................... 4
AIRSPEED INDICATOR ............................................................................................ 4
MAGNETIC COMPASS ............................................................................................. 4
MAGNETIC COMPASS COMPENSATION.......................................................... 5
BANK INDICATOR .................................................................................................... 5
POWER PLANT INSTRUMENTS .............................................................................. 5
MISCELLANEOUS INSTRUMENTS.......................................................................... 5
FUEL QUANTITY INDICATOR............................................................................. 5
VOLTMETER........................................................................................................ 6
AMMETER............................................................................................................ 6
HOPPER QUANTITY (OPTIONAL EQUIPMENT)................................................ 6
CALIBRATION OF REMOTE GAUGE ................................................................. 6
INSTRUMENT TROUBLESHOOTING CHART ......................................................... 8
AIRSPEED INDICATOR....................................................................................... 8
ALTIMETER ......................................................................................................... 8
MAGNETIC COMPASS........................................................................................ 9
ENGINE OIL PRESSURE GAUGE .................................................................... 10
ENGINE FUEL PRESSURE GAUGE ................................................................. 10
TACHOMETER .................................................................................................. 11
FUEL QUANTITY INDICATOR........................................................................... 11
ENGINE OIL TEMPERATURE GAUGE ............................................................. 11
HOPPER QUANTITY SYSTEM (OPTIONAL EQUIPMENT) .............................. 12
INSTRUMENT MARKINGS - PT6A-60AG ............................................................... 13
Figure 8-1a: PT6A-60 Instrument Markings .................................................. 13
INSTRUMENT MARKINGS - PT6A-45A, -45B, -45R SERIES ................................ 14
Figure 8-1b: PT6A-45 Instrument markings .................................................. 14
INSTRUMENT MARKINGS - PT6A-65AG, -65B, & -65AR...................................... 15
Figure 8-1c: PT6A-65 Instrument Markings................................................... 15
INSTRUMENT MARKINGS ..................................................................................... 16
Figure 8-1d: PT6A Common Instrument Markings ........................................ 16
Figure 8-2: Fuel Level Sensor Calibration Chart ........................................... 17
INSTRUMENTS
GENERAL DESCRIPTION
The standard instruments are located on three panels in the cockpit. An upper panel, a
left lower panel, and a right lower panel. The left lower panel contains a clock, oil
temperature gauge, oil pressure gauge, fuel pressure gauge, air filter Delta “P” gauge,
hour meter, airframe related electrical switches and fuel quantity gauge. The right lower
panel contains the voltmeter, ammeter, and circuit breakers. The upper instrument
panel contains the gas generator percent tachometer (Ng), propeller tachometer (Np),
torque pressure gauge, ITT (T5) indicator, boom pressure gauge, air speed indicator,
altimeter, fluid compass, engine warning lights, stall warning light and bank indicator.
All instruments are lighted with a post light or internally lighted and controlled with
rheostats located on the left lower panel.
Optional instruments and gauges are available upon request. A few of the optional
instruments are hopper quantity, Shadin Miniflo™ fuel flow, Micronair™ chemical flow
meter, Crophawk™ chemical flow meter, encoding altimeter, artificial horizon, electric
turn and bank, vertical speed, and directional gyro.
FLIGHT INSTRUMENTS
Flight instruments consist of the magnetic compass, airspeed indicator, and altimeter
and bank indicator. The pitot-static system provides pitot (impact) and static
(atmospheric) air pressure to the airspeed indicator and static air pressure to the
altimeter indicator.
PITOT-STATIC SYSTEM
The pitot head installed near the wing tip of the right wing lower surface provides pitot
pressure. The pitot pressure line is connected to the airspeed indicator. A static
pressure line is connected to the altimeter and to the airspeed indicator. The static
pressure ports are located on both sides of the aft fuselage where they are connected
through a yoke to a tube that runs forward along the left side of the fuselage to the
instruments.
MAINTENANCE
Flight instruments utilizing pitot-static pressure are highly sensitive to pressure
variations. Therefore, all tubing and line connections must be absolutely airtight to
prevent erratic indications. Moisture drains for the system are installed in the lines at
two different locations; the most in-board end of tubing in wing and in the aft fuselage
just aft of the static ports. Drain the pitot-static system periodically and whenever the
system operates erratically. If after draining, and any of the pitot-static instruments are
still inoperative or erratic, clear the pitot-static vent lines of any remaining restrictions
with dry, low-pressure compressed air. Disconnecting the static line at the altimeter and
applying two to four psi air pressure to the static line may purge the lines.
Disconnecting the line from the airspeed indicator and applying two to four psi
pressures to the line may purge the pitot pressure line. Cap instrument inlets before
attempting to clear lines.
** CAUTION **
Be sure air pressure is directed towards the pitot head and
not toward the instruments when purging the system.
** CAUTION **
When applying or releasing suction, do not exceed the range
of the vertical speed indicator or airspeed indicator.
E. Cut off the suction source to maintain a closed system for one minute. Leakage
shall not exceed 100-foot of altitude loss as indicated on altimeter.
F. If leakage rate is within tolerance, slowly release suction source.
* NOTE *
If leakage rate exceeds the maximum allowable, first tighten
all connections then repeat the leakage test. If leakage rate
G. Disconnect static pressure line from airspeed indicator to altimeter. Cap tee at
altimeter so that the altimeter is the only instrument still connected to static
pressure system.
H. Repeat the leakage test to check whether the static pressure system or the
removed instruments are the cause of leakage. If instruments are at fault, they
must be repaired by an appropriately rated repair station or replaced. If the static
pressure is at fault, use the following procedure to locate the system leakage.
I. Attach a source of positive pressure to the static source opening.
** CAUTION **
ALTIMETER
The altimeter is equipped with three concentrically arranged pointers with a range of 0 -
100,000 feet. The intermediate hand indicates altitude in hundreds of feet in 20-foot
increments. The shortest hand indicates altitude in thousands of feet and the longest
pointer in tens of thousands of feet. A moveable barometric scale, visible through a
small window in the main dial, indicates the barometric pressure in inches of Hg and
millibars. An adjusting knob provides a means of adjusting the three pointers and
barometric scale simultaneously to correct for changes in atmospheric pressure and to
establish the proper reference to sea level. Barometric pressure is sensed through the
instrument static system.
AIRSPEED INDICATOR
The airspeed indicator registers airspeed in miles-per-hour and/or knots. The indicator
is operated by the pressure differential between impact air pressure from the pitot tube
and barometric pressure sensed through the static system.
MAGNETIC COMPASS
The magnetic compass is a semi-floating cylinder encased in a liquid filled case with
expansion provisions to compensate for temperature changes. The compass is
mounted on the instrument panel, is internally lighted, and is equipped with
compensating magnets that are adjustable from the front of the case. Covers on the
face of the compass allow access to adjust the compensating magnets. The compass
should be swung and compensated at regular intervals and at any time equipment
installations are made that could cause compass deviation.
BANK INDICATOR
The bank indicator, installed in the center of the upper instrument panels is a curved,
fluid-filled tube containing a ball. The gravitational and centrifugal forces position the
ball within the tube to indicate correct lateral altitude for the degree of banking.
MISCELLANEOUS INSTRUMENTS
FUEL QUANTITY INDICATOR
A fuel quantity indicator registers the amount of fuel in the system up to a maximum of
164 U.S. gallons. Fuel from 165 to 230 U.S. gallons is un-gaugeable. The indicator is
basically a millivoltmeter that receives input signals from the fuel quantity transducers
(liquid level senders). The face of the fuel quantity indicator is marked in increments
from empty to full. The indicator is used in conjunction with two float-operated variable-
resistance transducers, one installed in each tank. The full tank position of the
transducer float produces a minimum resistance through the transducer, permitting
maximum current flow through the fuel quantity indicator and maximum pointer
deflection. As the fuel level of the tank is lowered, resistance in the transducer is
increased, producing a decreased current flow through the fuel quantity indicator and a
small pointer deflection. The fuel quantity indicating system is calibrated by adjusting
the fuel quantity transducer float arms and the indicator as outlined in Section V.
VOLTMETER
A voltmeter displays electrical system voltage when the master switch is on and allows
the pilot to monitor bus bar voltage. Normal voltmeter readings must be within the
green arc (24.0 to 30.5 volts). Insufficient voltage or overcharging is indicated by a
lower red arc (minimum) 16.0 to 22.5 volts, and an upper red arc (maximum) 30.5 to
36.0 volts respectively. Continuous operation over 30.5 volts is detrimental to the life of
the battery and could cause loss of electrical power. A yellow arc from 22.5 to 24.0
volts indicates a caution range.
AMMETER
The ammeter displays current flow, in amperes, from the aircraft generator to the
battery, or from the battery to the electrical system. With the engine operating, the
ammeter should indicate the on charge side unless there is an aircraft generator
malfunction, or if the electrical load demand exceeds the aircraft generator output, the
ammeter will indicate the discharge side. Continuous operation on the discharge side
will be detrimental to battery life and may cause loss of electrical power.
* NOTE *
B. A screw type adjuster located on the face of the gauge at the six o’clock position
adjusts the remote gauge 0 mark. Adjustment of the screw CW or CCW will move
pointer left or right.
C. With floating ball against lower stop collar, adjust screw adjuster until pointer is
aligned with 0 marks on gauge.
D. The 360-gallon mark is adjusted by turning a screw head located on a 20 K ohm
potentiometer on a circuit board attached to rear of gauge.
E. With floating ball against the top stop of the sending unit; adjust the potentiometer
until pointer is aligned with 360 marks on gauge.
* NOTE *
* NOTE *
The small % scale on analog control unit Type FA-A will move
in direct relationship with the remote gauge.
* NOTE *
G. Also provided are two hopper-level warning lights -- one amber and one red. They
both have a push-to-test feature and a dimming capability. The lights are adjusted
to come on at any position (hopper level) that you may desire by potentiometers
located under pop-off caps on the face of the analog control unit Type FA-A. The
amber light is adjusted to come on by adjusting Pot 1 labeled set point 1, and the
red light is adjusted to come on by adjusting Pot 2 labeled set point 2.
H. The amber and red lights can be set at any position you may desire. Thrush
Aircraft Inc recommends setting the amber light to come on at 25 gallons, or 8 3/8"
from top of lower stop collar to bottom of floating ball, and the red light to come on
at 6 1/2 gallons, or 2 1/2" from top of lower stop collar to bottom of floating ball.
AIRSPEED INDICATOR
Pitot pressure
connection not Test line and connection for leaks.
Hand fails to respond properly connected to Repair or replace damaged line,
pressure line from pitot tighten connections.
tube.
Pitot or static lines Check line for obstructions. Blow
clogged. out lines.
Test lines and connections for
Incorrect indication Leak in pitot or static leaks. Repair or replace
or hand oscillates. line. damaged lines, tighten
connections.
Substitute known-good
Defective mechanism. instrument and check reading.
Replace instrument.
Substitute known-good
Leaking diaphragm. instrument and check reading.
Replace instrument.
Check instrument mounting
Hand Vibrates. Excessive vibration. screws. Tighten mounting
screws.
Check clamps and lines
Excessive tubing
connections for security. Tighten
vibration.
clamps and connections.
ALTIMETER
ALTIMETER (Continued)
MAGNETIC COMPASS
Damaged gauge
Replace instrument.
movement
Gauge pointer fails to Check line for obstructions. Clean
Foreign matter in line
return to zero line.
Gauge does not
Faulty mechanism Replace instrument.
register properly
Gauge inoperative or
Restricted, broken or Clear and clean line. Tighten
erratic. Low pressure
leaking line fittings or replace, if necessary.
or flow registered.
Fuel pressure or fuel
Start and run engine until
flow registered is Vapor in fuel line
instrument registers normally.
high, low or erratic
Faulty relief valve in
See fuel pump in Power Plant
engine-electric driven
Section for replacement or relief
pump(s) or defective
valve adjustment instructions.
pump(s)
TACHOMETER
NORMAL
0 to 37.7 Green Arc
(See Instrument Panel Placard)
37.7 to 38.8 Yellow Arc CAUTION
Torque (PSI)
38.8 Red Radial TAKE OFF RATING MAXIMUM
AT 1700 RPM
43.4 Red Triangle T.O. RATING MAXIMUM AT
1521 RPM
Figure 8-1a: PT6A-60 Instrument Markings
NORMAL
0 to 37.7 Green Arc
(See Instrument Panel Placard)
INSTRUMENT MARKINGS
PT6A-60AG, -45A, -45B, -45R, -65B, -65AR &-65AG ENGINES
UNIT RANGE DEPICTION MEANING
0 to 1700 Green Arc NORMAL
Propeller RPM
1700 Red Radial MAXIMUM
SECTION 9
DISPERSAL SYSTEMS
TABLE OF CONTENTS
DISPERSAL SYSTEMS.....................................................................................................2
GENERAL DESCRIPTION...............................................................................................2
HOPPER ........................................................................................................................... 2
HOPPER CARE ......................................................................................................2
HOPPER REPAIR ...................................................................................................3
HOPPER GATE BOX REMOVAL............................................................................ 3
HOPPER GATE BOX INSTALLATION....................................................................4
HOPPER ADAPTER BOX REMOVAL .................................................................... 4
HOPPER ADAPTER BOX INSTALLATION............................................................. 4
DISPERSAL EQUIPMENT ...............................................................................................4
Figure 9-1: Hopper Repair..................................................................................5
Figure 9-2: Hopper ............................................................................................. 6
Figure 9-3: Optional Hopper Rinse System........................................................ 7
Figure 9-4: Gatebox and Adapter Box................................................................ 8
AGITATOR AND SPREADER .........................................................................................8
Figure 9-5: Agitator and Spreader...................................................................... 9
Figure 9-6: Spray Booms ................................................................................. 10
DISPERSAL SYSTEMS
GENERAL DESCRIPTION
A reinforced fiberglass hopper is the principal part of both the solid and spray units. The
hopper top forms the cowling from the cockpit forward to the firewall. The hopper gate
box is designed to be liquid as well as dust tight. Emergency jettison controls permit the
entire liquid load to be dumped in approximately 7 seconds for the 550 gal. Hoppers.
The dispersal system has been designed to handle a wide range of dispersal equipment,
and to allow for a quick, easy changeover from one type of equipment to another. All
dispersal plumbing is externally mounted and equipped with quick-disconnects to allow
for ease of maintenance and cleaning. The streamlined aluminum extrusion spray booms
are located below the wing trailing edge and utilize the downwash from the wing to
increase penetration (See Figure 9-6). The booms are fitted with spraying system
diaphragm type nozzles and normally will use 35 nozzles for low volume output and 70
nozzles for high volume output. In addition, the spray booms have large end plugs that
can be removed to aid in flushing the system.
The spray pump is located under the fuselage between the main landing gear struts. A
three-way suck-back spray valve located at the left, underside of the fuselage, controls
the spray pressure and flow. The valve is actuated from the cockpit to obtain the desired
operating pressures for various spray applications. Spray pressure is indicated by a
gauge mounted on the upper instrument panel and is controlled by a vernier adjustment
on the liquid spray-operating handle. The spray pump is a wind-driven fan type, and is
controlled from the cockpit by means of a cable to adjust the fan blade pitch to increase or
decrease pump pressure.
HOPPER
(See Figure 9-2)
HOPPER CARE
Regardless of the materials used in the construction or coating of the hopper, it should be
thoroughly washed after each day’s work. Use cold, clean water and any domestic
detergent. Inspect the interior of the hopper daily, for evidence of chemical attack, such
as surface roughness or deterioration of the resin. Look for cracks that may have started
in the areas of highest stress, such as attach points and stiffener center portions. Repairs
may then be made at the beginning of the problem, rather than after it has progressed to
a serious degree.
* NOTE *
HOPPER REPAIR
(See Figure 9-1)
Hopper repair may be accomplished as follows:
A. Fiberglass surfaces must be clean, dry and free of oil, wax or other foreign matter.
If chemical erosion is evident, sand rough areas and wash with any good domestic
detergent. Rinse with clean water. Sand all surfaces that are to receive a
polyester coating. Use Ashland Specialty Chemical Company’s 7241 T15
AROPOL™ polyester resin or equivalent for the hopper repair.
B. If damage consists only of surface cracks, excessive abrasion or chemical erosion,
sand all affected surfaces smooth. Extend the prepared surface six inches beyond
the damaged area.
C. If damage consists of cracks or holes extending completely through the wall, sand
the surfaces on both sides deep enough to expose the first layer of cloth.
D. Surface damage requires repairs only to the eroded or cracked side. Damage
extending through the wall requires repairs to both the inner and outer surfaces of
the hopper. The number of layers in either case should equal the original basic
wall thickness. (Figure 9-1) Highly stressed areas, such as attach points, require
an extra layer of cloth and mat on each side, in addition to the basic wall thickness.
E. Curing temperature is 70°F minimum. Higher temperatures accelerate curing. A
maximum of 150°F for four hours is recommended followed by ten or more hours
at 70°F.
F. Brush the resin generously over the entire area. Apply alternate layers of
fiberglass cloth and mat. Each layer should overlap the preceding layer
approximately one inch. After each layer is in place, use a squeegee and/or roller
to remove excess resin and air voids.
** CAUTION **
If bolts do not drive out easily, turn bolts to break glue, and
then drive bolts out.
Clean off all old gasket material by scraping, being cautious not to gouge mating
surfaces.
* NOTE *
Allow 24 hours for sealer to cure before putting back into service. Reinstall tubes,
controls and cables and pump. Fill hopper and check for leaks. Water should be allowed
to stay in hopper for a minimum of two hours with no leaks.
DISPERSAL EQUIPMENT
In conjunction with the manufacturer's instructions for maintenance of the spray dispersal
system, it is recommended that a periodic interval be established for accomplishment of
the following:
A. Inspect the hopper baffles for security and condition.
B. Inspect hopper lid for condition of seal and security of latches.
C. Inspect the hopper for indications of leaks and general condition.
D. Inspect hopper gate for evidence of leaks and proper operation.
E. Support spreader, connect rear support tubes. Raise front connection camloc
fasteners to hopper sump and side latches. Spreader should be level, centered,
and clear of door control arms.
SECTION 10
ELECTRICAL SYSTEM
TABLE OF CONTENTS
ELECTRICAL SYSTEM.....................................................................................................3
GENERAL DESCRIPTION ........................................................................................... 3
POWER DISTRIBUTION ..............................................................................................3
BATTERY AND EXTERNAL POWER ..................................................................... 3
BATTERY SERVICING ........................................................................................... 3
SERVICING BATTERY INSTALLED IN AIRCRAFT ............................................... 4
GENERATOR SYSTEM ...............................................................................................4
BATTERY OPERATION.......................................................................................... 5
BATTERY REMOVAL ............................................................................................. 5
BATTERY INSTALLATION ..................................................................................... 5
VOLTAGE REGULATION.............................................................................................5
VOLTAGE REGULATOR REMOVAL...................................................................... 5
VOLTAGE REGULATOR INSTALLATION .............................................................. 5
STARTER - GENERATOR MAINTENANCE ........................................................... 6
STARTER - GENERATOR REMOVAL ................................................................... 6
STARTER-GENERATOR INSTALLATION ............................................................. 6
ELECTRICAL TROUBLESHOOTING CHART..................................................................7
BATTERY SYSTEM......................................................................................................7
STARTER/GENERATOR - GENERATOR PHASE....................................................... 8
STARTER/GENERATOR - STARTER PHASE............................................................. 9
LOW BATTERY .......................................................................................................... 10
DIAGRAMS......................................................................................................................10
SYSTEM SCHEMATIC ............................................................................................... 11
Windshield wipers ............................................................................................ 12
Landing and taxi lights ..................................................................................... 13
Flap actuator and controls................................................................................ 14
Navigation and instrument lights ...................................................................... 15
Auxilliary buss .................................................................................................. 16
Fuel quantity indication .................................................................................... 16
Low oil pressure warning light .......................................................................... 17
Stall warning system ........................................................................................ 17
Power distribution............................................................................................. 18
Hour meter .......................................................................................................19
Prop beta light .................................................................................................. 19
Chip detector....................................................................................................20
Oil temperature ................................................................................................ 20
Prop rpm .......................................................................................................... 21
Engine rpm.......................................................................................................21
ITT....................................................................................................................22
Press to test .....................................................................................................22
Oil cooler fan ....................................................................................................22
Aux fuel pump, igniters & prop test .................................................................. 23
Effective: 09/16/05 10 - 1
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC – MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
10 - 2 Effective: 09/16/05
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC – MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
ELECTRICAL SYSTEM
GENERAL DESCRIPTION
The aircraft 24-volt DC electrical system is designed to provide the utmost in reliability.
Two 24-volt storage batteries provide electric current for engine starting and a reserve
source of electrical power in the event of generator failure. A D.C. power receptacle
provides a means for connecting external power to the aircraft electrical system. To
conserve battery life, external power should always be used for starting engines when
temperature is below 40°F or when performing maintenance requiring electrical power. A
generator installed on the engine supplies the primary source of electrical power to the
main bus. A voltage regulator protects the electrical system, reverse current relay and
circuit breakers. If generator output voltage is below bus voltage, the battery supplies the
busloads. The D.C. ammeter, installed in the instrument panel, indicates the discharge or
charge on the battery after the engine is started. All electrically operated motors, lighting
systems and other electrical component circuits are protected by push button thermal
circuit breakers. Switches and instruments required for operation of the aircraft electrical
system are installed in the instrument panel and engine control switch panel.
POWER DISTRIBUTION
The 24-volt D.C. electrical system depends upon electrical power from three different
sources: battery, external power and the generator. With the engine operating and the
generator on the line, electric power from the generator is provided through a circuit
breaker to the main bus.
BATTERY SERVICING
Initial servicing of a dry charge GE50C battery is as follows:
A. Remove seals (if present) from cells.
B. Fill each cell with 1.285 specific gravity sulfuric acid to bottom of split ring. Use
only glass, rubber or plastic materials for containing battery electrolyte fluid during
servicing and wear protective clothing and rubber gloves when handling electrolyte
to prevent personal injury. Use a solution of baking soda and water to neutralize
any acid spilled on clothing, skin or any damageable surface.
C. Sway the battery from side to side to release any trapped air. Re-adjust the
electrolyte as necessary.
D. Let battery sit unused for one hour.
Effective: 05/05/04 10 - 3
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC – MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
** CAUTION **
* NOTE *
GENERATOR SYSTEM
The generator system consists of a generator; voltage regulator, reverse current relay
and circuit breaker (See electrical diagrams). The generator is connected to the circuit
breaker bus and will supply the current demands when output voltage exceeds battery
voltage.
10 - 4 Effective: 05/05/04
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC – MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
BATTERY OPERATION
Battery operation is controlled by a battery switch, placarded BATT-ON-OFF, located on
the switch panel in the cockpit. The battery is capable of assuming the complete
electrical load for a limited time at 70 amps max.
The batteries are located on the battery plate assembly on the engine mount aft of the
engine. They are installed with two-battery hold down rods through the battery cover.
The battery case is vented overboard to dispose of any electrolyte or hydrogen gas fumes
discharged during normal charging operation. Air enters the battery compartment from
an air scoop located in the left cowl shin skin, circulates throughout the battery
compartment, and exists through a vent in the battery and drains overboard through a
vent located on the belly skins.
BATTERY REMOVAL
A. Verify that the BATT-ON-OFF switch is off. Disconnect external power.
B. Remove R.H. aft cowl skin.
C. Disconnect the quick disconnect from the battery and remove all safety wire.
D. Disconnect vent tubes.
E. Remove nuts from battery hold down rods and remove batteries from
compartment.
BATTERY INSTALLATION
Reverse battery removal procedure.
VOLTAGE REGULATION
The generator output voltage is regulated by the voltage regulator circuitry. By using an
integrated circuit comparator amplifier with a regulated reference voltage, and difference
between the reference voltage and the generator voltage is amplified and supplied to the
comparator circuit, which controls the shunt field excitation of the generator. Prior to
installation, the voltage regulator is adjusted under NO load condition to maintain 26.5±.2
volts DC generator output voltage. After installation, the generator over voltage control
should be adjusted to 27.5 VDC generator output voltage at the bus with normal systems
turned on.
Effective: 05/05/04 10 - 5
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC – MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
B. Brighten up all electrical contacts, both on the voltage regulator and the 6 each
fingers on the voltage regulator base, with Scotch-brite™ 07448 Ultra fine abrasive
pad or equivalent. Place the voltage regulator into position and snap it to the
regulator base with the retaining clips.
C. Connect the battery.
D. After installing, re-check voltage regulator for 27.5 VDC with engine running and
normal systems operating. Adjust as necessary.
* NOTE *
** CAUTION **
STARTER-GENERATOR INSTALLATION
A. Verify that the battery switch is OFF and that external power is disconnected.
Disconnect batteries.
B. Install new “O” ring on starter-generator drive shaft. Lubricate “wet-type” splines
with engine oil.
C. Position the starter-generator on the mounting adapter and secure it in place with
the quick-disconnect clamp.
10 - 6 Effective: 05/05/04
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC – MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
D. Close the clamp hinge over the T-bolt. Check with a mirror to make certain the
clamp groove fully captures both the flange on the quick-disconnect adapter and
the flange on the starter-generator around its entire circumference.
E. When the clamp is properly positioned and the hinge and T-bolt are closed, tighten
the T-bolt nut to a torque of 70 inch pounds. Tap circumference of clamp lightly
with plastic/rudder mallet. Re-torque T-bolt nut to 70 inch pounds and repeat until
you achieve 70 inch pound of torque without nut moving.
F. Connect the electrical leads to the starter-generator as previously marked.
G. Secure the upper aft engine cowling and connect the batteries. Run the engine at
idle speed for at least two minutes. Shut down the engine and recheck the quick-
disconnect clamp for proper torque.
TROUBLESHOOTING CHART
BATTERY SYSTEM
Battery fails to
Battery defective Replace battery
hold charge
Battery will not
Check voltage regulator and adjust to
come up to full Charging rate to low
27.5± .2 VDC
charge
Battery
Check voltage regulator adjust to 27.5
consumes water Charging rate too high
±.2
rapidly
Electrolyte runs Remove excess electrolyte & adjust
Electrolyte level too high
out drain tube specific gravity
Check voltage regulator for correct
Excessive charging rate
voltage
Vent caps loose or
Tighten or replace caps
broken
Battery
Standing too long Remove battery and recharge
discharged
Effective: 05/05/04 10 - 7
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC – MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
Defective voltage
Adjust or replace regulator
regulator circuit
Generator circuit
Check for short circuit and reset
No generator breaker tripped or 130
circuit breaker and / or replace buss
output amp buss limit fuse
limit fuse
blown
10 - 8 Effective: 05/05/04
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC – MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
Effective: 05/05/04 10 - 9
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC – MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
DIAGRAMS
Electrical Diagrams of the Model S2RHG-T65 aircraft electrical subsystems start on page
10-11.
10 - 10 Effective: 05/05/04
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, IN
MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
STANDARD EQUIPMENT
SYSTEM SCHEMATIC
Effective: 09/16/05 10 - 11
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC - MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
WINDSHIELD WIPERS
Effective: 09/16/05 10 - 12
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC
MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
Effective: 09/16/05 10 - 13
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC - MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
Effective: 09/16/05 10 - 14
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC
MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
Effective: 09/16/05 10 - 15
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC - MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
AUXILLIARY BUSS
Effective: 09/16/05 10 - 16
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC - MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
10 - 17 Effective: 09/16/05
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC
MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
ENGINE RELATED
POWER DISTRIBUTION
Effective: 09/16/05 10 - 18
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC - MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
Effective: 09/16/05 10 - 19
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC - MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
10 - 20 Effective: 09/16/05
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC - MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
Effective: 09/16/05 10 - 21
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC - MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
ITT
PRESS TO TEST
10 - 22 Effective: 09/16/05
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC - MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
Effective: 09/16/05 10 - 23
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC - MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
10 - 24 Effective: 09/16/05
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC - MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
Effective: 09/16/05 10 - 25
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC - MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
QUICK DISCONNECT A
10 - 26 Effective: 09/16/05
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC - MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
QUICK DISCONNECT B
Effective: 09/16/05 10 - 27
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC - MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
QUICK DISCONNECT C
10 - 28 Effective: 09/16/05
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC - MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
QUICK DISCONNECT D
Effective: 09/16/05 10 - 29
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC - MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
QUICK DISCONNECT E
10 - 30 Effective: 09/16/05
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC - MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
QUICK DISCONNECT F
Effective: 09/16/05 10 - 31
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC - MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
QUICK DISCONNECT G
10 - 32 Effective: 09/16/05
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC - MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
QUICK DISCONNECT H
Effective: 09/16/05 10 - 33
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC - MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
QUICK DISCONNECT J
10 - 34 Effective: 09/16/05
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC - MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
QUICK DISCONNECT L
Effective: 09/16/05 10 - 35
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC - MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
QUICK DISCONNECT N
10 - 36 Effective: 09/16/05
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC - MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
QUICK DISCONNECT P
Effective: 09/16/05 10 - 37
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC - MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
QUICK DISCONNECT R
10 - 38 Effective: 09/16/05
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC – MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
OPTIONAL EQUIPMENT
Effective: 09/16/05 10 - 39
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC - MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
10 - 40 Effective: 09/16/05
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
Effective: 09/16/05 10 - 41
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC - MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
10 - 42 Effective: 09/16/05
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
Effective: 09/16/05 10 - 43
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC - MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
10 - 44 Effective: 09/16/05
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
Effective: 09/16/05 10 - 45
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC
MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
ARTIFICIAL HORIZON
10 - 46 Effective: 09/16/05
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
HOPPER QUANTITY
Effective: 09/16/05 10 - 47
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC
MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
10 - 48 Effective: 09/16/05
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
Effective: 09/16/05 10 - 49
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC
MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
Effective: 09/16/05 10 - 50
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC – MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
Section 11
AIRWORTHINESS LIMITATIONS
TABLE OF CONTENTS
AIRWORTHINESS LIMITATIONS....................................................................................................................2
STRUCTURAL LIMITATIONS ...................................................................................................................... 2
STRUCTURAL INSPECTION LIMITATIONS............................................................................................... 2
Effective: 05/05/04 11 - 1
Downloaded from www.Manualslib.com manuals search engine
THRUSH AIRCRAFT, INC – MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
AIRWORTHINESS LIMITATIONS
The life limited parts on the airframe are listed in the chart below and must be
replaced at the flight hours shown.
STRUCTURAL LIMITATIONS
*NOTE*
Visually inspect splice blocks with a 10X magnifying glass or dye penetrates. Inspect for external
cracks around the ¼ inch and 5/16 inch hole location. If no cracks are detected, this portion of the
wing inspection is complete. If cracks are found remove the splice blocks before next flight and
inspect the lower spar cap for cracks in accordance with Thrush Aircraft, Inc. Service Bulletin SB-
AG-39, if cracks are found in spar cap contact Thrush Aircraft, Inc. for possible repair or
replacement. If no cracks are found in spar cap, replace the cracked splice blocks with new units.
Refer to Section VIII “Wing Removal” for splice clock removal and installation.
11 - 2 Effective: 05/05/04