MAINTENANCE MANUAL MODEL 520 & 560 SECOND EDITION APRIL 2, 1954 AERO DESIGN & ENGINEERING Co, 48 102 BOX 118, BETHANY, OKLAHOMA, U.S.A.INTRODUCTION ‘The purpose of this mamual is not to instruct licensed A & E mechanics in their methods of general repair or overhaul, but to acquaint then with the various systems accessories and assemblies incorporated in the Aerc COMMANDER and instruct them in their normal operation and maintenance. Aero COMMANDER dealers throughout the United States, Canada, Mexico, South America and other countries stand ready to provide owners with the best possible service at all times. ‘They are thoroughly trained and qualified to provide such service, but owners too have the responsibility of giving their airplane the reasonable care and attention any mechani- cal device deserves. Illustrations and instructions per- ‘taining to the usual inspection and service operations are presented in this manual, Sturdiness, precision construction, and high quality materials are built into every part of the airplane, but normal usage will necessitate minor adjustments and repairs. By following these instructions, high performance and long life can be expected from your Aero COMMANDER.Hm od wo Ow Pe eee me SECTION INDEX GENERAL DESCRIPTION GBNERAL SERVICING GROUND HANDLING STORAGE POWER PLANT (INCLUDING PROPELLER) LANDING GEAR BRAKES AND NOSE WHEEL STEERING HEATING AND VENTILATING CONTROLS INSTRUMENTS HYDRAULICS FUEL SYSTEM ELECTRICAL STRUCTURE AND SPECIFICATIONSSPECLETCATIONS hero COMMANDER Model 520 421 performance based on full gross load of 5500 pounds at International Standard Atmosphere and engine powers specified in engine manufacturers power charts. Gross Neigil s 6 cecte sel + oe aye ore ws ee 4 5800 pounds pty Weldhts ¢ cys ce soos oe t2 464 13800 pounds Fuel Capacity (Standard) 30s Ds ses P2202 ago galdons High Speed ~ Rated Power S$.L.. os ee eee es PL MPG, Cruising Speed ~ 70% Sl. Power at 10,000 86 + fee ee IT PR Rate of Climb ~ 2 engines, normal rated pover SL. s+... + 12700 FLP.Ms Rate of Climb - 1 engine, normal rated pover Si... s+. + + M00 FsPsMe Service Ceiling ~ 2 engines. ss se eee ee tbo 82 12h,000 Feet Service Ceiling - 1 engine (windnilling prop) «8,700 Feet Service Ceiling ~ 1 engine (feathered prop). . + 10,500 Feet Takeoff distance over 50 ft. obstacle ("0" wind) sees 950 Fest Stall Speed @ S.L. = Full Flaps ~ Power Off. . « sen COMP oH Stall Speed at LL. - Flaps and Gear Retracted . sees OTEK. Stall Speed at SL, - Full Flaps ~ Power on. sss eee ee LO MP Power Plant (2) Geared lyconing G0-1:35-C28 Takeoff Rating (5 minute reting) s+ sess + + Normal Rated Power ss se ee eee ee eee Engine RPK (At Normal Rated Power) sls 1s Propeller RPM (At Normal Rated Pover «sss Range (with standard fuel capacity at 60% power and’ 30 minute reserve)s se eee ee eee eee ow 61150 Miles DDGNSTONS “ 13925 RAPsI, aedSPSCLATATINS ‘Aero COMMLIDEK Model 560 Moin Maxim Performance Grove Portornance Gategory _ —Gatayory Gros Wotght eee eee cece $500 6000 Bwty Weight DDI DL eaiges seg 3900 Disposable Load’ Ss ts avis ae 2100 Pal capacity (Standard 150 DIDT “Tg ues “As veabie High Spued Rated Pover 3 Sab. + « Brabecats 207 206 Grutsing Speed 4 70% Rated” Power 3 1 21 Rate of Clin ~ 2 Engines 3 Rated Power? Site 2:00 e/a Bata of Clind - 1 Engine Raved Pover Sil. with Foatpored Propellers seveercece cs cee 3807t/Mn 310 Ft/tin Gatling = 2 Engines, vt Lf ze 200 21,300 Coiling - 1 Encine (Feathered Propeller) «+... + 9800 100 Take-off Distance Over 50" Obstacle #0" Wind 3 S.ie. "910 x00 Landing Distance Over 50! Obstacle #0" Wind 9 S.i.°, 1015 3050 Stalt Speed © SeLe Flap 40° Gear Down Power Gifs) 5b 9 ‘Stall Speed 9 StL, Flap retracted Geer Retracted Soper! Liven nY AMC IeerSr UVa (erete i cicia'e. 68 % Stal Speed’ 3"S:L1 F1ap'U0°"78¢"Rated Powers 252 lo is Range wits a 30'Min. Ruserve % 10,000 FL. with 35% | Rated Sole PVE e wee sees cee see c e+ 2100 Miles 1050 miles Power Plant. (2)'deared Lyconing’20-480-3 Take-Off Ratang (5 ninute TaUMg)s ee ee eves eee ee 310 ur. 2 Wormal Rated Pover sees ee tcc Engine RPM (At Horaal Rated Power) Rae eel sparchers Range (with standard fuel capacity power and BO minute reserve) esse cee c ce cress ee 1050 Kiles 1020 Mites 422 performance 1s based upon standard ataosphere conditions.GENERAL DESCRTPTTON The Aero COMMANDER incorporates all those features required to meet ‘the purposes for which it was designed ~- a tool for the use of the busy executive. It 4s a highswing, all metal monoplane, with individual seats for five to seven people, It 4s equipped with tricycle landing gear, and is powered by two air-cooled engines driving all-metal constant speed full feathering propellers. Clean aerodynamic design gives the Aero COMMANDER the beauty and eyenappeal that makes it outstanding both in flight and on the ground. Tts structural sturdiness, high power, built~in stability and balance ef control forces provide such inhorent safety and excellent handling characteristics that the Aero COMMANDER has established a new standard of perfection in aircraft performance. At the same tine this new airplane ia, fron an operational standnoint, entirely conventional. xet ever in thin respoct the Aero COMMANDER is in a class by itself because of the simplicity of flying procedure HIGH WING PROVIDES STABILITY The highswing design of the Aero COMMANDER was selected for several reasons. It provides stability in flight that has not teen equaled in other designs. Tt allows a closo-to=the-ground cabin where pas— sengers can step with ease through the door without the necessity of climbing over the wing before entering. Too, the pilot seat being well forward. of the wing allows a full sweep of vision. The close tosthesground position of the cockpit makes judgement of distance in landings easy and accurate. An additional advantage of the high-wing design is the spacious cabin. ‘The roomy interior makes it possible to place individual seats con= fortably for from five to seven people. IANDING GEAR Is STURDY The tricycle landing gear used on the COMMANDER conbines the advantages of two landing gear assenblies which previously have been thoroughly. proven. For the main gear the BT=13 type is used. Tte sturdy qualities were proven in years of flying during World War II by fledgling pilots of the Airforce bouncing in for landings. The noso gear is the type developed by North American and thoroughly tested on the Navion by both private and Army fliers since the war. The gear is retracted and extended by hydraulic cylinders, Whenretracted, all three gears swing aft, the main wheels into the engine nacelles, and the nose wheel into the rose of the fuselage. Both main and nose gear are held in the up position by hydraulic pressure When extended the gear is held down by hydraulic pressure and a mechanical "down" lock. Landing gear position indicators on the instrument panel show the position of each individual gear. A nicroswitch in the throttle linkage in the quadrant. operates a landing gear warning horn when both throttles are closed and the landing gear is not down and locked. There are switches on each landing gear. Thess switches operate three green lights on the instrument panel to show when the gear is dow and locked. If they are not locked the lights do not cone on. ENGINES DELIVER 520 HePe The COMMANDER is powered by two Lycoming GO-135-C2B engines. These six cylinder pover plants, horizontally opposed, deliver 260 H.P. at 3,100 rpm (five minutes) and have maximum continuous ratings of 2i5 H.P. each at 3,100 rpm. Air cooling of the engines is accomplished by a highly efficient cowling and augnentor system which keen the engines at optimum running temperatures and allow reduction of engine drag by excellent streamlining of the engine nacelles « EVEL SYSTEM SIMPLIFIED ‘The fuel storage system consists of five rubber tanks or cells, installed in the wings, two between each nacelle and the fuselage, and one in the fuselage center section. The combined tanks have a total capacity of 150 gallons. All the tanks are inter-connected and are filled simultaneously through one opening on top of the wing just inboard of the right engine nacelle. The advantage of this systen is its simplicity of operation. There are no cross feed or transfer valves necessary. Fuel from all four outer wing tanks flows by gravity into the center tank. The gas is then taken fron the center tank by engine driven pumps. It has all the characteristics of a one-tank system. Switches on the pilot's overhead panel control electrically operated fuel shut-off valves at each engine fire wall. A fuel boost pump for starting, takeoff and landing is located in the bottom of the center fuel cell at the outlet. Electrically operated fuel gauges on the instrunent panel register the total fuel quantity. A3A ventilated vapor-tight box encloses the fuel boost pump and all connections, thus eliminating the possibility of fuel fumes in the cabin. Engine lubrication is accomplished by a full pressure, web sump system, all of which except the oil cooler, is a part of the en- gine. The ofl radiator is equipped with a pressure relief valve and the thermostatic valve to permit oil to by-pass the radiator at a specific pressure when viscosity is high. The oil filler cap and dip-stick are on the upper rear of the engine and accessi- ble through an opening on the upper surface of the nacelle. CONSTANT SPEED PROPSLIBRS USED To insure maximun efficiency in performance of the engines for all operating conditions Hartzell constant speed full feathering pro- pellers were selected. The pitch of the propellers is governed by ‘the controls in the center of the quadrant just to the right of the throttles, For low pitch, oil fron the engine lubrication systen is metered to the propeller actuating cylinder on the engine nose by a constmt speed governor. For high pitch the oil is released ‘rom the cylinder and the centrifical force of the counterveights» plus the feathering spring, cause the propeller to return to high pitch or feathered position. HYDRAULIC SYSTEM OPERATES GEAR, BRAKES AND FLAPS The hydraulic system operates not only the gear, but the flaps and prakes as well. An accumulator maintains ample constant pressures Thus the systen pressure does not drop to zero when a control is actuated. An emergency hand pump has been incorporated in case of power failure in the main hydraulic system. The accumlator is used as a buffer to take up the shock of surge in the hydraulic system. Tt is a small tank placed in the systems containing a diaphragr. The tank 1s originally charged with 300 pounds air pressure per square inch while the plane is on the grounds When the hydraulic system pressure 1s actuated by starting the en= gine, a constant pressure of 1,000 pounds per square inch is imne- diately built up in the accumulator, Thus, if the system lags, this accumilator pressure will push the oil out to operate the gear, brakes of flaps as needed. The hydranlic pup will innediately build up the pressure in the system again, But the accumulator will absorb all of the shock of the immediate stoppage of ofl going to the operating parts. To operate the flaps the pilot uses a control lever extending from the quadrant. To lower the flaps he pushes the lever to the downposition, An indicator on the instrument panel indicates the position of the flaps az they are lowered or raised. By return~ ing the flap lever to the neutral position, the flaps can be stopped at any desired position. When the lever is in the neutral position, the hydraulic fluid 1s locked in the actuating system, thus holding the flaps in position, To raise the flaps the pilot raises the control lever to up position. This changes the direction of flow of the oil Still, however, the flaps can be locked at ary position during the opera- tion by returning the control lever to neutral position. When the flaps are fully raised, they are locked in position by return— ing the lever to neutral and locking the hydraulic fluid in the act- uating syateme Goodyear single~iisc or Hayes-Goodrich Expander Tube Brakes, operat— ed by the main hydraulic system, are actusted by toe pressure on the rudder pedals. BATTERY EASILY ACCESSIBLE Power for the 2havolt direct-current electrical system is supplied by a generator of 50 ampere capacity driven by the left engines A voltage regulator is located near the battery and a reverse current relay is in the nose section. The battery is easily accessible through a special door on the ieft side of the rear fuselage. The battery slides in and out on specially designed tracks. All cir- cuits, except the starters, are protected by circuit breakers. FLIGHT CONTROLS CONVENTIONAL Flight controls of the Aero COMMANDER are entirely conventional. Wheel and pedals operate the control surfaces through a systen of cables and push-rods. They are ball bearing mounted throughout to assure smooth, trouble free operation. Mamally actuated trim tabs, with indicators on the instrument panel, are installed on elevators and iudder. NO GLARS FROM LxcHTS Two sealed beam landing lights of 250 watt capacity eachare located on the underside of the nose. This location minimizes the possibility of rain and snow glare hampering the pilot's vision in poor weather conditions. Both flood lights and individual instrument lights are provided. There are also seperate map reading lights, plus a seperate light in ‘the compass. There is a dome light in the rear cabin area which iscontrolled by another switch, PASSENGERS CAN SEE In the cabin the front seats are adjustable fore and aft for the pilot's leg comfort. The individual seats have been designed for maximun passenger comfort, The large windshield and cabin windows give excellent visibility to the passengers in the rear as well as ‘to the occupants of the pilot's seats. The cabin is completely soundproofed, The inside surface of the fuselage skin is cqvered with rubberized sound deadener. Thus, the noise level in the cabin is reduced to such a low level it allows normal conversation among passengers. ‘The unusually roomy baggage compartment provides 3k cubic feet of space, with a large access door just aft of the cabin door, The ‘baggage compartment also is accessible from the cabin for convenience in flight. XIR CONDITIONING ON GROUND A cabin heating and ventilating system adequate for all climates is provided, A heater delivers 25,000 BIUs. Fresh heated air is de- Livered to the cabin through vents located for even distribution of warmth, A blower is provided for cooling the cabin in the sumer. All air is taken from outside through an inlet in the nose of the fuselage. The heating and ventilating system can be operated for Passenger comfort on the ground, while taxiing, as well as in flight, MAINTENANCE SIMPLIFIED Wo standard type of radio equipment has been selected for the Aero COMMANDER because of the diversity of choice among private owmers, However, arrangements have been made for the installation in such @ manner that the working parts are completely hidden and do not marr the luxurious beauty of the interior of the cabin, The design of the Aero COMMANDER is such that maintenance is greatly simplified, Engine cowling is readily removable by loosening camloc fasteners, which gives access to all accessories of the engine, Tho frame and nose section of the engine cowling is also removable to ox- pose the entire engine, but this is ordinarily necessary only for major inspections or work on the engine. In the main cabin, floor panels are removable to give access to control cables. The aft section is accessible through the baggage compartment, The control system in the rear is accessible through openings on either side under the horizontal stabilizer, or through ‘the tail cap which is removable for the same purpose. * * * AbSERVICING FUEL SYST The five fuel tanks of the Aero COMMANDER have a total capacity of 150 U.S. gallons and are filled through a single filler opening lo- cated on top of the right wing between the fuselage and right engine nacelle. 91/96 octane aviation gas is recommended and refilling the tanks as soon as possible after each flight will insure longer life to the rubber impregnated nylon fuel cells and reduce the amount of water condensation in the system, ‘Two large hose connections between each tank provide adequate flow to alll tanks when filling, but a time interval check should be made to insure a complete fill, The fuel gauge will assist in checking the tank capacity and will operate when the master switch is turned one Before the tanks are filled, the plane must be grounded at any con- venient point, Do not fill while either engine is running, Wash off any spilled gasoline and see that filler cap is replaced securely. In each engine nacelle and easily accessible through the wheel well is a fuel line strainer and drain. These should be drained daily to check for water accumilation in the lines and the screen cleaned at least once every 25 hours. ‘The tank sump may be drained by a line from the center tank extending down to a drain valve on the under side of the fuselage. It is a togglestype valve and may be operated by pushing the lever arm either ways Any water accumlation in the tanks will usually settle in this line and draining a small amount of fluid from this line daily will assure moisture free gasoline, CARBURETOR AIR FILTER SERVICE ‘he carburetor air filter used on the Model 520 Aero COMMANDERS has a filtering media consisting of several layers of deeply crimped screen mesh woven from cotton-covered wire, The layers are arranged to pro- vide maximum surface area to the air stream, These Air-Maze panels are sturdy, Vibration-resistant, and able to stand rough handling and the pressure of backfire. BelWhen loaded with collected material, the filter should be thoroughly cleaned in gasoline and recharged by dipping in SAE 60 engine oil, then thoroughly drained for several hours. The frequency with which filters have to be cleaned will vary with local conditions, Ina hot, dusty area, it might even become neces= sary to clean the filters daily for longest ongine life. On the otherhand, ina cooler, less dusty area, it may be necessary to clean the filter no oftener than every 25 or even 50 hours. It wil}, how- ever, be to your advantage to keep these filters clean at all times as they protect the closely-fit moving parts of your engine from the damage and increased wear resulting from abrasive material entering the engine through the carburetor and fuel air induction system. OIL SYSTEM The oil filler cap is located on the upper left side of each ongine and is painted yellow. It is accessible through a small hinged access door an top of the nacelles. Under the filler cap is a dip stick for oil level measurement and as oil level should be maintained at the ten quart mark, Below 0° ground temperature, use SAE 30 aviation grade ofl, Above 0° ground temperature, use SAB 50 aviation grade ofl, The oil should be drained and replaced every fifty hours of engine time, or oftener if the plane is used for short flights only. The drain plug is reached by removing the carburetor air scoop fairing which is attached by canloc fasteners. At the lower rear of the engine oil sump are two p¥ugs containing the oil filter screens in the oi] passages to and from the pump. These screens are accessible from either side and should be removed and cleaned at each oil change. Safety all plugs when replaced. BATTERY The 2k volt AN3L50-2 aircraft battery is a cohventional type and re= quires the ordinary care and attention of all wet cell batteries. The battery is accessible through a small door on the left side of the rear fuselage marked "Battery Cart Receptacle, 2 Volt", As shown in the illustration, it is mounted on a carriage and can be rolled out on tracks built in the door, Inspect water level frequently (or at least every 20 hours flight time) Ms and see that level is kept 3 inch above plates, Use only distilled .water and do not overt is below 1,250. » Recharge if hydvoneter gravity reading An external power plug located at the forward side of the battery opening has been provided for suxillary power supply and in tenpera- tures below Lo° F. it is advisable to use the external source for starting the engines. When replacing battery, see that clamps are tight and vent Lines securely in places HYDRAULIC SYSTEM The hydraulic reservoir tank is located in the left nacelle wheel well and is labeled es such, It has a total fluid capacity of one gallon. Ths fill opening is large for easy filling and a dip stick for measuring fluid level is attached to the cap. Check level regularly and keep full et all times, Use only MIL-0-5606=AN.2 fluid, Should 4t be necessary to drain this a iesomect one ‘oonneS fitting on the hand pump line coming oat the botton of the tank. This is the supply line that feeds fluid directly to the hand pump. When this line is opened, the vent line in the top of the tank will allow the flaid to drain, In the hydraulic line from the relief valve and on the right side of the wheel well is a filter to collect any foreign matter that might get into the system. This filter can be removed very easily for cleaning every 100 hours by unscrewing the bottom cover. & new gasket is recommended when replacing covers The round bulb shaped hydraulic accumilator should be checked from ‘time to time for 300 pounds air pressure. (System must be at sero pressure.) Indications of insufficient accumiator air pressure are a sudden drop-off of hydraulic pressure when operating brakes or flaps without left engine running or a chattering of the lines when sudden pressure is applied. LANDING GEAR For general servicing ot the landing gear, particular care should be given to keeping the stret piston surfaces clean as dirt and grit can cause leaks by cutting the strut seals, Kerosene is recommended for this purpose. The extension of the piston shoulders down from the cylinder packing nuts should be approximately 3 3/k inches for the main gear and 24 inches for the nose gear when the airplane is fully leaded or about i inches for the main gear and 5 inches for ‘the ness gear when the airplane is empty. This is obtained by a fluideair £121 in the shock strut cylinders. To fill they in general mainte- iy when assembled and octed by a complete overhaul, need replenis pressure through the air until the desir obtained. Care should be used in inflating these oylinda “y cannct be bled except by loosening the valve vest. Replace valve cap only finger tight. » is dene by applying air ‘ons at the top of the cylinders eae The main landing gear is equipped with 8.50 x 10, keply tires and ‘the nose gear with 6,00 x 6, heply tires. ‘The recomended air pressure is 30 pounds for the main tires and 20 pounds for the nose tire. The wheels are constructed in two halves to facilitate tire changes To change nose wheel tire, tie down section at tail skid enough to raise nose off the ground, remove wheel axle and take out the three belts holding wheel halves togethers CAUTION: See that tire is coupletely deflated before removing these bolts. SEE "BRAKE SECTION” OF MANUAL FOR FURTHER DETATLS, LUBRICATION Proper and thorough inbrication is one of the most important factors contributing te good cperation and preservation of any airplanes The correct, iubricant as well as the proper time and method of appli- cation should be considered, Avoid excessive lubrication and wipe off all excess grease tht might odllect dirt and grit. ‘ALL control surface bearings, cable pulley and bell erank bearings in the Aero COMMANDER are pro~packed an sealed, therefore, they need no lubrication until the majer overhaul, ALL engine accessories have prospacked bearings or ave oiled by the engine Inb. O31 System end need no iubrication until the major overhaul. The propeller, landing gear, whecle, and other bearing ourfaces showld be given careful attention and the following chart shows proper application to the various parte. Special greases are recommended for the propsilers as experience has brought to Light the fact that water sunotines gets into the propeller blade clamp assembly. This water will mix with certain types of greases and cise them to become hard and chalky in consistency. This may result in poor operation of the propeller, as the blades beccme tight ox the pilot tehos.,FRONT VIEW OF HARTZELL MODEL HC-62x20-24 PROPELLER HUB. SHOWING GREASE FITTINGS. NOSE GEAR, 2 OILITE BEARINGS ARE INCORPORATED “AT ALL (aJO! Pivor POINTS OF LANDING. EARS NOT INDICATED ERE REASE UNGER GES: A PRBS PR NES PES. FITTINGS WO. 223 SERVE AS RELIES PLUGS AND ARE D WHEN APPLYING SEE TEXT FOR SPECIAL RECOMMENDED GREASE TO BE USED IN PROPELLER HUB. LUBRICATION CHART THE CIRCLED SYMBOLS SHOW JHE PROPER METHOD AND TYPE OF GREASE OR OIL TO USE AT POINTS MOST LIKELY "TO NEED LUBRICATION. SeRvice TH 30 NOUR INSPECTION OR EVERY E,MONTHS, WHICHEVER COMES eT Ans neem ogee cree oe SER AOE EAP, iD use “18 GREAS Se vA? vse, AC FLD, BRUSH Kemcetne SPARINOL.| WIPE OFF ALL SURPLUS, SORES Seen Eman canco Dann et ea URE 2IY86 OCTANE, Aviarr (GROUND AIMPLANE WHILE FILLING Zo os cee (UNLOADED) WHEN TOWING, OBSERVE TOW [UMITS MARKING On OT EXERT SveR 1000" Les. PULL ON NOSE GE, NTIRE ENGINE, eCOWLING 1S_REMOv CARBURETOR AIR FILTER KEEP CLEAN ¢ OLED MFED BATTERY WATER Leve Bove SLATES. RECHARGE IF ped Te a Ren Oe eee‘A mmber of greases have been tested for water resistance, tackiness, lubricating properties when mixed with water, and viscosity under various temperatures. The following greases are recommended in the order of listing. &> Iubriplate 630AA, Fiske Brothers, Toledo, Ohio be Stroma HT-1 (2-801 Grease) Union Oil Co. of Calif. cs RPM Aviation Grease No, 2, Standard Oil Co. of Calif. a, Stroma Lf-1 (2-815 Grease) Union Oil Co. of Calif. e. RPM Aviation Grease No 1, Standard Oil of Calif. f, Imbriplate 707 Fiske Brothers, Toledo, Ohio. Be Mobilgrease Aero Lo-Hi PD-535-K, Socony Vacuum Oil Cos hy No. 6h Medium Grease, Keystone lubricating Co. 4, Texaco Regal Starfak Special. GLEANING ‘A clean ani well kept airplane is not only something to be proud of but assures better performance and longer service Life. The all metal construction of the Aero COMMANDER makes Cleaning comparatively easy. However, the use of certain cleansers are recommended. ‘The entire surface of the plane (including windows and pro- pellers) may be washed with any good aluminum cleaner and water solution, rubbing lightly with a sponge or brush and rinsing thoroughly with clean water. Dry with a soft, damp chamois. Do not use any strong alkali or abrasive soap. Kerosene on a cloth may be used to clean off grease spots or stains that do not respond to the regular washe Do not use acetone, benzine, carbon tetrachloride, gasoline, lacquer thinners or window cleaning sprays on the windshield or windows. Do not rub the plastic with a dry cloth or while it is dusty or dirty, This not only may cause scratches but builds up a static charge of electricity that causes dust to be attracted to the plastic. After washing, apply a thin coat ot self-polishing liquid wax to all surfaces. The engine sections should be kept especially clean, as dirty cooling fins and baffle plates can cause overheating of the engines. A dry-cleaning solvent or kerosene may be used. The entire engine cowling may be removed as illustrated, Mud and grit on the landing gear piston can eventually cause leaks by cutting into the strut seals. Washing down with BeGROUND HANDLING The Aero CONMARDER'S design and balanca give it exceptions] ground handling qualities for a plane of its size. The tricycle landing jes the plane on the ground in approximately the same ‘don as in horizontal flight, The high wing and low fuselage ve ground level accessibility to cabin, baggege compartment, gine sections, battery and most service points, Tho nose gear will caster approxin=tely 30° each side of center for ordinary turning and the main gears are so close to the center of balance ‘that tvo men can easily lover the tail and rotate the Plane about the main gear as desired. The pull of a tow bar, attached to the nose wheel, mst not ox= ceed 1,000 pounds or danage to the retracting mechanism nay results ‘The nose gear torqus links can also be damaged if an attempt is nade to turn the nose gear more than its limits, ever push, pull or lift the airplane by the ailerons, elevators, or propellers and observe the "No Push" areas marked on the tail cone, nose section and nacellese MooRTNG For mooring the airplane in the open, first secure the rude: elovator and ailerons with felt padded control clanps or othe: suitable control lock. Face tail into wind if possible, se% ‘vrekes securely and chock wheels. For ordinary weather conditions, only the front wheel and tail skid need be moored to the ground as the wide main gear givea sufficient lateral stability to cope with normal winds, Under more severe conditions, complete the mooring by securing ‘the main gear with ground ties extending outboard, making certain ‘the brake lines will not be damaged by the ties. Install covers over pitot heads. saci Renovable jack pads are provided to be installed under the wings and just outboard of the engine nacelles for complete jacking of ‘the airplane. First, place a stand under the tail section and secure it to the tail skid, Tie it down or weight it sufficiently ‘to counterbalance the nose loads then place a jack stand at each Gm.wing pad and jack up the airplane as desired. LEVELING ‘The approximate level position of the airplane, both laterally and longitudinally, can be determined by placing a leveling protractor on the cabin floor, or, a more accurate longitudinal level can be obtained on the top of the fuselage aft of the wing. DATUM POINT The horizontal datum point is a point 152 inches forward of the leading edge of the wing. The fuselage structural datum point (fuselage station 0) is 102 inches forvard of the wing, leading edge. All fuselage structural stations are measurements in inches from this zero point, plus stations being measurements aft and minus stations are measure~ nents forward. Wing structural stations are measurements in inches outboard from the center line of the airplane. GROUND OPERATION INSTRUCTIONS For the instruction of the ground crew in handling the sero COMMANDER through its full range of ground operations, the following procedures are outlined for engine warmup, ground testing and taxiing: 1, Set. chocks in ffont of main gear wheels. 2. Review sections on "Flight Control Systen" and “Instru- nents" to locate and identify controls and indicators. 3. Check all switches OFF and turn battery switch on. (GRF is down position.) L, See that landing gear control lever is down, indicator shows gear down and flaps up and that gear safe warning Light is on. 5. Push carburetor air controls in. 6. Push prop control levers full forward to low pitch position. 7. See that mixture controls are down in "Idle Cutoff" position. 8. Crack throttles up to about 1/h inch open. 9. Tarn on fuel shutoff switch (up). 10, Turn on fuel booster switch. 11. Push mixture control of engine being started up to "FULL HCI" position for about five seconds, then return to "TbLB CUTOFF". (When booster pump is on, this acts as a priner.)BR. Bb. Ue Turn magneto switch to "LEFT". When engine starts, push mixture control forward to “FULL RICH" position and magneto switch to both. Adjust throttle to maintain engine speed of 1,000 to 1,200 RPM for approximately 5 minutes to warm up engines ENGINE WARM UP AND GENERAL TESTING 1. Be ue Se be Te 8, Ie Maintain engine speed of 1,000 to 1,200 RPM until cylinder head temperature gauge shows a minimum reading of 100° c. The fuel pressure gauge should register between 13 P,S.1. and 15 P.S.I, and the oil pressure not less than 25 PoS.I. When proper head temperature is reached, advance throttle to 2,200 RPM. Check operation of carburetor by pulling out air con- trol knob and note that engine speed drops. Push knob back in, Check each magneto by turning switch to L and R and noting that engine speed does not drop over 125 RPM on either side. Check propeller at 3,500 RPM by pulling back prop control lever and note that engine speed drops to 700 = 1,000 RPM. Return lever full forward. (Notes Do not excead 20” M.Pa) To check for maximum engine speed, push throttle slowly forward to full open position. RPM should reach 3,00 but do not maintain this speed for over two or three seconds. CAUTION Engine oil temperature should range between 30° C. and 107°C. and oil pressure should not exceed 85 P.S.I, Maximun cylinder head temperature should not be over 247°C. If any of these values are exceeded, the engine shouid be stopped immediately and the cause determined. Retard throttle to approximately 1,200 RPM. Check hydraulic pressure gauge for reading of 1,000 P.SeI. tnd operate wing flaps through one complete cycles See that wing flaps are upe Make sure brakes are on.6 Remove wheel chocks. Throttle engines to idling speed and release brakes. Nose wheel is castered to approximately 30° turning radius and turning is avcomplished when taxiing by pressing right or left rudder pedal brakes.» Rev up engines for taxiing speed desirede STOPPING ENGINE ry 26 3e he Be Set brakese Cool engins before simt off by idling below 1,000 RPM for two or three mimtess Pull mixture control down to "IDLE CUTOFF". This will. stop engines After engine stops, turn off magneto, fuel shut off and booster pump switches. Before leaving plane, see that ail switches are offs * * * Cal,STORAGE For indefinite or extended storage of your airplane, your Aero COMMANDER dealer should be consulted about methods and products for protection from corrosion. Although your airplane is mde fron highly corrosionresistant alclad alunimum which will last indefinitely under normal conditions, if kept clean, these alloys are subject to oxidation. The first indication of corrosion on unpainted surfaces is in the form of whitish deposits or spots. Under painted surfaces, it usually discolors or blisters the painte Storage in a dry hangar is essential to good preservation of your plane and should be procured if possible. Varying conditions. will alter the measures of preservation but under ordinary con- ditions or in a good dry hangar, and for storage periods not to exceed three months, the following treatments are suggested: 1. Fill tanks with gasoline. 2— Clean and wax airplane thoroughly. (See Sec. Cleaning.) 3, Clean any oil or grease from tires and coat with pre~ servative (See Cleaning) or cover to protect against grease. \, Either jack up airplane to relieve pressure on tires or rotate wheels at least every 30 days to change supporting points. 5. Remove battery and store in cool place (not freezing). Check hydrometer reading every two weeks and recharge Af below 1,210 gravity. 6. Inspect for corrosion at least once a month and remove dust collections as frequently as possible. Clean and wax as required. For engines nov to ve operated from 1 to 30 dayss 1. Every other day, warm up engines according to procedure in Sec, Ground Operations 2, On intervening days, rotate propellers at least four revolutions by hand. For engines not to be operated from 30 to 90 days: NOTE: A temporary storage period should not be extended or re= peated, If the engine has been stored for thirty days and willbe stored for 2 longer the extended status 5. gases 2. Drain engine oii. | with € gts of copreventative mixtures ij, Rum engine on unleaded gasoain? 15 minutes at 1,000 RPM. S. Disconnect carburetor air filter trom carburetor and with engines operating at maximun idiing speed, spray approx imately one quart of scrrosicn~prerentative mixture (AN WeO-576, Type 2) into the carburetor 35 close as possic vie to the thr Weap and store air filters. 6. While engine is hot, remove spark plugs to allow vapors te escapee Te Spray «: cylinder through spark pig holes with GePe nixtore and Tepla lige eth MPcoteeMapings ‘ (sildes gou)e NOTE: Do not ine after this operation Remove roster box and apsay rockers. Replace covers, NOTE: Tne U.P. mixture 4 kamnful. to paint and should be wipea off inmedistely from painted surfaces. Drain J.P. mature from engin= ard clase all openings Pad 922 iuiier opening plus oxhaust : NOTE: 3.P, nixture can be used 10. wo the fuel to drain trom carburetor by removing the 1 pipe plug located ab the ovblom ef the regula tor cover and She fucl sorainer after the carouretor has been thoroughiy dra. » Drain the moisture from the otion of the regalater by removing the 1/8 inch pe plug from tie ead of the marval mixture control assenliy. Replace plug immediately. Do not allow the Flusicing oti (next paragraph) to enter the air section of che regulator, Set thy mixture control at "FULL RICH? pos. position. An oi1 (SABC should then be ate tne and oil injected at © P.S.I. discharge bar. 7 ping oil may remain in the care buretor during storage or it ay be drained by removing the drain plug iovated at the totiom of the regulator cover, Spray owivide of the carburetor with the flushing tion and the thratvis lever at "WIDE OPEN" : ade LGA) supply Line arburetor fuel inlet iit flows from the rn ve mixture 4 SAE 50 Lub, o! 25% Standard %* & reconmesded 031 Compound Hust Ban £06 aifor 300 umalats SI. air pressure. ls Check shock struts for clearance and tires for proper inflation, Se Give airplane complete grease Job (See Sec. Lubrication) nd check thoroughly for free action of all working +)» Jack plane to test (radder, gear, tabs, © 6» Drain possible wat and central tank drain « Turn ongines sv times by hand and check for free valve action. 3, Lubricate and check propellers for free operation. 9. Start engines and give airplane complete ground run according to Sec. Groun? Oneration. If engines and carburetors have been pickled with corrosion-preven~ tative mixture: 1, Remove drain plugs ani allow mixture to drain from sump. 2. Remove "Protex" plugs and rotate engines slowly by hand to remove mixture in cylinders, NOTE: Do not rotate engine before removing piugs. Replace with cleaned and properly set spark plugs. 3. Remove and clean filter screens with gasoline. hj, Remove plugs or seais from exhaust ports and breathers. 5. Replace and safety all filters and drain plugs and fill sumps with proper grade engine lub oil. (10 Quarts) 6. Lubricate and check propellers. Of course there will be a small amount of C.P. mixture remaining in ‘the engines but this can cause no harm, However, after twenty-five hours of operation, the lub oil should be drained while the engine is hot, and refilled, ‘his will dispose of the remaining mixture. The fuel drain screen located in the fuel inlet of the carburetor should also be removed and cleancd in a hydro-carbon solvent. (Gasoline) The air filters should be thormughly cleaned and recharged before installing. D3.POWER PLANT GENERAL ‘The Aero COMMANDER is powered by two Lycoming GO-135-C2B six cylinder, horizontally opoosed, air cooled engines. Driving a constant speed, full-feathering propeller, the engine delivers 260 H.P. at 3,100 RPM for take off for a maximum of five minutes. Maximum continuous power is 21,5 H.?. at 3,100 RPM. ‘The piston displacement is 34 cubic inches and compression ratio 73 to 1. The engine propeller gear ratio is 120 to 77, giving a propeller RPM approximately 64% of engine RPM, Power loading of the airplane is 10.6 pounds per H.P. The “front" of the engine is the propeller end. The terms "right" and "left" apply as viewed from the rear of the engine. The right front cylinder is No, 1, and cylinders on the right side are designated by odd nunbers (1,3, and 5). The left front cylin- der is No. 2 and the cylinders on the left side are designated by even numbers (2,4, and 6). The direction of engine rotation, looking at the propeller end of the engine, is counter-clockwise. Special features of this engine are the hydraulic tappets which eliminate the necessity of valve clearance adjustments; the wet sump type lubricating system, which forces oil to the main and connecting rod bearings, camshaft cearings, valve tappets and push rods by positive pressure, and lubricates piston pins, gears, cylinder walls and other parts by spray. Dual ignition is furnished by two Bendix Scintilla magnetos and tvo spark plugs in each cylinders and the center zone induction system which 4s integral with the oil sunp and is submerged in oil, insures a more uniform vaporization of fuel and aids in cooling the oil in the sump. The engine accessories include two magnetos, electric starter, fuel pump, oil punp and propeller governor for each engine, An engine driven generator and hydraulic pump are installed on the left engine and a vacuum pump is installed on the right engine. For maintenance and adjustment of units, see section pertaining to that system. (Fuel-Induetion System, Ignition & Starting, etc.) ENGINE COOLING Baffle plates placed in calculated positions on the engine direct air pressure around the deep cooling fins of the cylinders and EelHOISTING EYE BREATHER SYSTEM O/L SEPARATOR —~_ TIMING INDEX MARKER INSPECTION HOLE yr OWL, FILLER PLUG € DIP STICK PROP CONTROL / MOUNTING —/ O/L SUMP = LYCOMING GO-435-C2B ENGINEinsure efficient cooling of combustion areas. A thermostati- cally controlled 011 covler mounted on the forward part of the engine, maintains proper oi] tenperature. Augmenters to the exhaust pipes canse the flow of exhaust gases to pump air over ‘the engine and cool it while on the ground and in flight as re= quired by the amount of power being developed by the engines, ‘thus keeping the engine cool at all times due to this automatic cooling control, and eliminating any need for adjustable cowl flaps, etce CAUTION The baffle plates, air ducts and augnentors have been carefully placed and proportioned to main= tain maximum engine efficiency and their dislo~ cation or removal will impair this performance. Always be sure that they are kept tight and clean. LUBRICATION ‘The lubrication system ie of the full pressure, wet sump types ‘The main and connecting rod bearings, camshaft bearings, valve tappets, and pushrod= are lubricated by positive pressure. The piston pin, gears, cylinder walls, and other parts are lubricated by spray. The oil pump is mounted in the accessory drive housin g and draws oi1 from the oil sump through the suction strainer and discharges it into the pressure oi] screen, which 1s located in the pressure chamber at the lower right rear of the oil sump. After passing through the pressure oil screen, the oil to the power section flows from the oil pressure chamber to an external oi] cooler. These screens should be removed and cleaned every 50 hours with each oil change, or when improper cil circulation is suspected. ‘A spring leaded valve is provided in the sump to by-pass the oil. cooler when restrictions in the cooler become too great. The oil cooler return boss comects through a drilled passage with the main oil gallery drilied longitudinally through the right side of the crankcase. The oil pressure relief valve is mounted at the forward end of this gallery, Extending from the main oil gallery are drilled holes to each main bearing. These passages register with holes in the main bearing journals and deliver ofl into the ine terior of the crankshaft. The connecting rod bearings and journals each receive pressure oi] through openings drilled in the crank- shaft. A drilled pazsage from the oil pressure chamber in the sump leads to the accessory housing and lubricates each accessory drive bearings Oil from the main ofl gallery flows to the two cam and valve gear passages (one running the length of each half of the crankcase). From these passages, oil travels throughbranch passages to the tappets enters the tappets through inde valve mechanism through the hoi rocker bearings and vilve 6te e rocker boxes through the drain tubes connecting the cocker box with the sump. Pressure oil is supplied to the thrust bearing and planetary gears by means of drilled holes in the rear portion of the propeller shaft which receives its supply fron the drillled passage through the front main bearing Journal of the crankshaft. PROPELLER OPERATING AND SERVICE INSTRUCTIONS (RC-O2x20-2h Type) The propellers of the Acro COMMANDER ere fullfeathering Hartzell Model. HO~82x20-2A which are characterized by the SAE lle. 20 spline shaft mounting. This model has external piston guide rods in addition to an internal rod, ‘These guise rods also act. as low pitch stops. A cylinder mounted on the front of the hub is actuated ty ofl pressure at approximately 200 Ibs. which is supplied by a governor mounted on the nose section of the engines Oil pressure reduces pitch, while centrifugal force fron the counteraeights ine creases pitch. t bearings, O12, avels out to the cating the valve Practice feathering is accomplished by redveing engine RPI to 1,000<1,500 and pulling propeller cuntrals back to "Feathering* position on the pedestal, Unfeathoring is accomplished ty re- turning propeller controls to normal. operating range with the engine running. Mergency feathoring in flight is accomplished by pulling beck cn propeller control to Limit of travel and cutting all engine controls for the inoperative engine. Unfeathering in flight is accomplisied ty starting the engine with propeller control just forward of faatherine dotents. After an flight start, engine should be i@led un ocomss warn bes wee Increasing power. CONSTRUGTION ‘The hub parts are made of alloy steel forgings, the piston is alumimm or nagnesiun alloy casting, The blades are alimimn alloy forgings. Blade clamps secure the blades to the hub assem= bly and support the counterweighis, ‘The pitch actuating mechanism is Linked to the base of each clanp by means of a cap screw. PROPELLER CARE Avoid running up engine where loose stones or cinders can be sucked up by inflow and damage blades, When starting take-off on rumay having loose gravel and stones, alto airs aft to build up speed Beaks+830 abea-e MODEL HC-82x20-2A HARTZELL ~PROPELLER 8-882 Ab8t ate: A-68/ A6-D 8-892 A-65-A A DENOTES FACTORY ‘A-670 SUB-ASSEMBLY CALLOUT PRP-909-13 i: EX FBB. MODEL _HC 8320 - 2A/84335 HARTZELL PROPELLER a 08041 PISTON RETAINING NUT C.140) PISTON A872 LINK DIN RG-80 SAFETY LINK ANSOIAIO“G SCREW __-— PRP-902-16 “0” RING AN-SOIAIO-6 SCREW eo 4-899 FEATHERING i stor A-859._ SPLIT RING RETAINER A-871 MUSHROOM Sgg-24 JAM NUT 7 8-860-1 PILOT TUBE 24 Ser SCREW ; PRRP-902-46 °° RING A-B65 FELT DUST SEAL | 8-854 CYLINDER, anes PRP.9U9-13 “O" RING WASHER A-@10 PULLER RING ~~ A408 AN395:I7 PIN |} A-63°8 MLB NUT = Ergot por couaR FEATHERING SPRING Weel alien Scaew FS anges spaine RETAINER er 867 SPLIT RING. mee 630-2 Clamp ¢ cwr assy A:a7-1_ CLAMP GASKET ‘4-282 SOCKET HEAD SCREW \a-7-2 LinKSCREW. A-88) PLATE, we 188 PILOT TUBE Ax130 SPLIT RING. Ac16-A BLADE BEARING C-1404 HUB spore, PRP-909-7 *O" RING A-50-3 REAR. CONE, C-807-3 SPINNER, ‘BULKHEAD 030-2 HIGH piTcH assy, B-622-3 BRACKET a necieeien eee Ros ae pe ge Ss Sorin on 060-3 sriinea voMe —e-sa—before turcttles a: uly opennde Wicks in leacing edg: of blad rounded, as cracks sometimes sta emery cloth for finishing. ‘ould be filed out and all edges Zrom such places. Use fine Steel hub parts should not be permitted to rust. Use aluninun paint to touch up if necessary, ur replate during overhaul. Inspect daily ali visible hub parts and blades for damage or oks, Any excessive oil or grease leakage should be checked into immediately. (See Trouble Shooting). ASSEMBLE TNSTRUGTIONS (Hub to Engine Shaft) The exploded illustration and following steps will instruct in the proper assenibly. 1, Clean engine shaft. 2, Slide C-807~2 spinner bulkhead onto shaft. 3e Slide rear cone A-50=3 onto shaft, matching holes in cone with pins in bulkhead, therety keying cone to spinner bulihead. Install "O" ring PRP=909=7 over shaft and against cones 5 Compress 4-863 high pitch plungers and pass wires through holes provided in BuBl2 brackets to hold plungers out. Mount propeller hub C~i57-5 on shaft and tighten the A=63—A hub nut until it comes smug but not tight, In order to locate the C-807-2 bulkhead properly, install the spinner dome with at least ls: Be sure high pitch stop brackets 2-882 are peraileled with blade axis but offset to one cides Make final, adjustment of spimer position ty equslizing the clearance between blades and Spinner cutouts, Remove spinner dome. ropeller hub mt A~63eA, using a 3/4 inch square wr feet long. Torque about 300-L00 ft. ibs. 9. Insert 4-070 puller ring over hub nu‘ with flange outs ty ak Uo SEATS with 2EL0010\Clerts Pin, maton in with cotter pin to outside of mt. We Slide piston guide -ollar B-89? over the threads of the CmiS7—5 hub. Collar has tw flaps which fit against the Bob12. We 196 inner fases of blade clamps, Collar clamping screws should be Ioosened so that cylinder 3-854 can be rotated inside collar and screwed into hubs Clean threads of B~854 cylinder and hub and install PRP=909=13 "O" sing in cylinder behind threads, Add gasket compound to threads. Screw cylinder B-85) onto hub and tighten hard against hub ty using 1 inch square bar about three feet long applied to slot in cylinders Inspect inside of cylinder to insure "O" ring is in place and not forced out. Inspect around slot of cylinder for raised edges due to bare Raised edges must be peened down so they will not cut "OM ring in pistons Slide spring sub-assembly 831-1 into cylinder and shaft bore until past groove in outer end of cylinder. Install split rings A-859 in cylinder greoves and pull spring assembly forward, locking rings into grooves Install feathering stops A~399-2 (two), safety. Install PRP~90246 "0" ring in Piston C~852-3, Install A-66 felt dust seal in pistons Install PRP-902-1h in groove next to threads on end of ‘tube of 831-1 spring assembly, O11 inside of piston 6852-3 (soak dust seal in oil) and slide piston onto Be654 cylinder, Slide the piston guide rods into the bushings of B~892 collar. The collar should be left loose on the cylinder until the A-061 pitch change ‘Links are installed onto the blade clamps. Install A-7-2 Link screws through A=861 pitch change links and into blade clamps 0-3-5. Torque screws to 35 ft. Ibs. or maxim possible by springing socket wrenche Rotate blade into feathered position so that piston can be fastened to pilot tube of 831-1 spring assembly by means of A=680=1 nut. Torque to 75-100 ft. Ibse Hold tube end with socket wrench while turning A-880-1 mute Install at end of piston guide red the parts making up low pitch stops 5/16 washer, 5/16=2h screw and 5/1b-2) jamb mt, Torque to 10 ft. lbs.20. Rotate blades several times to see that pitch change Jinks operate freely and that piston guide rods are centered freely through B92 Guide Collar. Turn blades to full low pitch and tighten B-892 Collar clamping screws so that the collar shoulders up against the B54 cylinder, It is important that each of these two screws are tightened s little at a time so that the piston guide rods continue to slide freely when the clamp is smuge Torque 3-892 collar screws only about Qn ft, Tbs. Safety. Remove wires fron B-382 high pitch stop brackets. Using blade bars, rotate blades to low pitch and check action of automatic high pitch stops. They should prevent feathering when on the ground. s 22, Inspect propeller for safety and free actions In= stall spinner done. To remove propeller from engine, complete disassembly is not necessary. The following steps are given: 1, Remove spinner dome and put blades in full-feather positions 2, Remove piston 0-852~3 by first unscrewing AnG8C-1 nut, two A~?~2 Link screws and two low pitch stop jamb mts at end of guide rods. 3+ Remove feathering spring assembly ty first removing A-899-2 (two) stops and A-859 front spring retainer split ring. lug Remove propeller shaft mt cafety pin, 2640010. 5s Unscrew A~63-A propeller shaft nut using extension wrench having a 1 inch square cress bar or tongue» The puller ving 4-870 around the shaft nut will loosen the hub from the shaft when the shaft nub is unscrewede 6. Remove propeller from engine shafts 7 Remove A~$0~3 rear cone and rear spinner bulkhead from engine shaft. M00_HOUR INSPECTION 1s Remove spinners 2. Inspect blades for nicks and cracks. Remove nicks at 7 leading edge, E-8Be be Be be Te. Inspect hub parts for crackse Check all visible parts for wear and safety. Check for cil and grease leaks. Grease blade clamps through zerk fittings with recommended grease. Care should be taken to avoid blowing out clamp gaskets. Stop pumping grease when it starts to ooze from relief plugs. See Lubrication Chart. Check blades to determine whether they turn freely on the Imb pilot tube. This can be done by rocking the counterweights back and forth through the slight freedom allowed by the pitch change mechanism. If they appear tight, the pitch change mechanism should be removed so that each blade can be checked indivi- dually. If the blades are tight, the propeller should be disassembled. 300_HOUR_INSPECTION as 26 3e he Be Remove propeller and completely disassenble» Magnetic inspect all steel parts. Inspect and refinish blades and if eroded or nicked, anodize. Inspect all parts for wear. Replace worn parts. Re+ plate steel parts. Reassemble, grease and balance. ‘TROUBLE SHOOTING A, Failure of Pitch to Change a If the RPM fails to increase, but will reduce, the indications are that the oil pressure is low. The oil pressure is supplied by a pump in the governor. The relief should be set for 200 P.S.I. It is possible that the control linkage to the governor is not functioning or that the governor control is not set for the proper RPM ranges If RPM change in both directions is sluggish, as can be determined by rapidly moving the governor control in both directions and determining the rate Egof propeller response, the indications are that ex- cessive friction is present in the mb mechanism. Friction on each blade and piston actuating mechanism can usually be isolated by uncoupling the piston mechanism fron cach blade and testing each part separately before the propeller is torn down. An exception is when a blade bearing is broken, The various causes of unusual friction are listed as follows: a» A158 pilot tube has slipped out slightly and is rubbing hard against the end of the hole in the blade. Upon tear-down, check by measuring the @istance the pilot tube extends out from the hub spider. The proper distance is 3-3/l!". The cure is to renove the tube and press in a tube that is 2002 oversize at the hub end. Blade bushing has seized on A=158 pilot tubes Cure is to polish pilot tube and blade bushing with fine emery paper and reaseembles Ce AclbnA bearings unusually rough or broken. Cure is to replace bearings, d. Friction of various moving parts in pitch control mechanism, This can be determined by testing each individual motion or fit separately and if ‘tightness is encountered in any part such as in the guide rod bushings or piston bushings, the clearances should be increased slightly. Exter- nal application of oil to the sliding parts is also beneficial. ee Improper grease. Some greases solidify due to moisture and centrifugal force, and cause the blade to seize on the mb. Use greases recom mended in Section Be NOTE: Mark blade and clamp with ink or pencil ‘ine to insure sane blade angle when re~ assembled. Be Improper RPM Settings 2, Static RPM too low. The governor has a high RPM stop, as well as the propeller (low pitch stop). It is possible that either the governor or the propeller stop limits the maximum RPMe In order to determine which is the limiting factor, open up the engine throttle and move the governor control back and forth E-102. Be. slowly. If the naxlmun RFK is reached before the : governor stop (full forward position of hand cone trol) is reached, the indications are that the pro= peller stop is Limiting the RPM, In this case, rotate the blades in the clanps by first loosening the outer clamp bolts, Reduce blade angle about 2° for each 100 REM increase, (1° equals 1/32 inch ciremference at the blade root.) If the macimun RPM ds reached at the sane time the governor stop as reached, the indications are that the governor stop is limiting the RPM. Readjust the governor stop to obtain proper RPM, One turn of the governor stop (Hanilton Standard 112 or equal) equals approxinately 17 RPM. ‘Turn stop screw out to increase RPM. It is desirable for the governor stop to Limit the high RPM, with the propeller stop reached at 50 to 100 RPM be= yond, This allows for variations in engine power without affecting maximm RPM. Static RPM too high. Reduce RPI by screwing governor stop screu in, one iwn for 17 RFI reduction, Cruise RP too high. ‘Tho governor may be the Liniting factor, The current Woodward Model 210068 governor will not control below about 1,950 RP. The Hamilton ~ Standard will go down to abovt 1,800 RPM, In either event, the control mechanism from governor to cockpit must be capable of providing the desized governor travel, The propeller high pitch stop may also Limit the low RIM for cruise, the feathering propellers have automatic high pitch stops. In the even’ the AnBE3 stop pins have become stuck, the low cruise RPM might be limited and feathering prevented, Checle operation by holding the blades in the low pitch position with blade bars, and pushing pins out against ‘the springs. @, Failure to Feather Le 26 3e If the propeller fails to feather, it may be due to the fact that the governor control does nob provide enough travel to allow the governor to move hard against the high stop, This is very critical. as the governor must drain the o11 out of the propeller during the feathering operations Excessive friction will slew or prevent feathering. Check friction as under An3 above. High pitch stop pin fails to slide out whon propeller is turning at feathering RPM's. ‘the pin may have burrs Eelwhich prevent movenent, ov the Av8Sk spring may be too stiff. If the propeller feathers at high RPM but fails to feather at to @ indication is that the spring is to edys reduce length by one or two turns. ly. Feathering spring may be wesk ur broken. Replaces 3 The speed of feathering depends upon (a) strength of spring, (b) size opening of oil drain, (c) and friction or viscosity of oil. Under ideal condi tions, feathering requires about 5~? seconds. If over 12 seconds, it is possible that improvements can be nade as noted ab: D. Surging 1. Symptons If the governor controi rough air is encountered, the prope.ier may surge several or more cycles before settling dows 2. erai factors wh listed as follows: A may cause surging, a. Air trapped in the propeller astuating piston or engine shafte Unbalance in actuating forces as in the case where the counterweights are too small or too large, or the governor pressure too lowe ce Large friction in the pitch changing mechanism. de Governor lacks suf’ tent dampenings 3e Corrective Action a. Provisions are incorporated in the engine for bringing the governor oil into the center of the propelier shaft so that any air trapped in the system can escape during one half of the pitch cycle. The propeller should be exercised by changing pitch or feathering before each flight; particularly after installation of the propeller in order to purge the aire ba The counterweight or governor pressure shouldbe adjusted « in both dires! that the rate of pitch change ons is equal, particularly in level flight cruise. If counterweights are too small, increasing pitch (decreasing RPM) will be slow. If the counterweights are too large or the governor pressure relief setting too low, (increasing RPM) will be slow, particularly during highespeed or dive conditions. These forces should be brought into nearly equal balance by adjusting the counterweights with slugs and governor relief pressures Ce Excessive friction is covered under Paragraph 3-A aboves ‘The propelier governcr mst have sufficient dampening characteristics to take care of a certain amount of instability in the system. The one elemen of a governor which affects stability and can be adjusted in the field, is the speeds spring. Changing a spring to a stiffer one, increases stability which has the ming out surging oscillations ing the spring stiffness has the disadvantage of making the pitch control more ~ sensitive, which may require -e-rigging to off- set the nighex spring rates Changing the spring should be done only after all other factors are checked snd corrected, Stiffer springs are aq vailable for the Hami7-ton Standard Covernor. The Woodward 210075=B probably has sufficient dampening. B, Oil Leakage There are several possible source follows: s of oil leakage, listed as " ring sesi at front of rear cone between en= gine shaft and hub, be "0" ring seal between hub and cylinders c. “O" ring seal tatween piston and cylinder, F, Grease Leakage The only source of grease ieunage 1s from the blade bearings, Grease might leak past the clamp seals or between the blade clamps and the blade, In the event the clamp gaskets are Dlown out due to excessive pressure created when grease is Be23.Te Jo Ke Le added, it will be nanezsary to loceen the clamp bolts and replace the gasks’. The standard thickness gasket is 050; but .060 is available if vaquired in the event tho gasket is not compressed wufficiently to hold. In the event grease leaks fron between the blade and the clamp, remove the clamp and add gasket compound in the center groove of the blads butt. Replace lamp, Be sure to serite blade and clamp with ink or pensil in order to have ‘the same blade angle setting when propeller is reassembled. End Play In Blades The blade bearings are rob preloaded, soa certain anount of end play is onevitable, depending upon the buildup of namifacturing tolerances. A total end play of «060 is porisssble, Blade Track A tolerance of }' iz alloweds Blade Fit On Hub Pilot Tote rides a maximum clearance with rizisom sf ,0015", With maxcinum san bo moved fore and aft a total added, the movement is nil. In the event this mevemen’ i to 9020 dry, the ‘ie should be rebushed, ‘This ia 2 factory jobe elearance of 068" dry, Wear on A«ilA Blads Bearings The bali, bearings wil. last almost indefinitely if kept Inbricated, If allowed to run dy, they will oxidize due to vibration and aise if moisture is present, If they be= come pitted, they should be replaced. Smali markings due to normal wear when cxversd with grease ars not oxi causes for rejection as this will not cause the pr to cease cperatings See Section B, for Recomended Greases Checking Blade Angiew The following metivd may be used to check ani set blade angle on propellers Le Remme spine Seon x 2o Meamune in 25" tym tbe tip of the propeller blades and mark with perstl cx marking taps. This is the station used te cheek &Be he Be 66 To 8. Ms Setting ae eo Set propeller horizontal postion and check level by placing a level or prop protractor across propeller hub resting on the blade clamps, Place blade turning bars on propeller blade and turn blades to full low pitch, NOTE: Apply enough pressure to blade bars to reach low pitch setting without deflecting blades, as too much pressure on blade bars will change blade angle readings 2° to 3°, Place a "V" block on the exposed surface of the B-85) cylinder. Place propeller protractor on the "V!" block and adjust protractor to sero reading. Check the blade angle on propeller blade that is on your right as you face the propeller from the front of the aircraft. NOTE: Be sure that protractor is vertical when talcing blade angle reading. Blade angle should be 17°. To check the No. 2 blade rotate propeller and check angle as performed in Steps 3 through 6, NOTE: To check the blade angle both blades should be in the same position when readings are taken. Blade Angle Draw a fine pencil line down the end of the blade clamp and onto the blade by placing a scale or block against blade and blade clamp. NOTE: Lines on blade and blade clamp should be perfectly aligned. To change the blade angle 1°, rotation of the blade 1/32" in the blade clamp is necessary, So measure off the mmber of degrees necessary for proper blade angle and mark blade with fine line parallel to pre- viously made index Lins, NOTE: To decrease blade angle, turn blade clockwise in clamp. To increase blade angle, turn blade counter-clockwise in blade clamp. EelSBe le Be be Te 8. De 10. Remove cotter keys fron blade clamp bolts and loosen mts. Move blade so that second mari placed on blade lines up with index mark on the blade clamp, Tighten and retorque blade clamp belts. Check blade angie with propeller protractor as outlined previously. Replace cotter pins in blade clamp boltss Follow same procedure on the No. 2 blades After blade angles have been set, it is recomended that blade engles be rechecked. Replace epiunires Ohock to see that spinner clears blade bolts throughout operating ranges Run engine up to 3,000 RPM and manifold pressure should be from 17" to 19" depending on atmospheric pressuresTe. Tr MAGNETO SERVICING Description ae be General, The S6LN-50 and 51 magnetos are single, wo bolt flanged mounted, six cylinder magnetos of counter-clockwise or left-hand rotation. These 36 type magnetos are driven at one and one-half engine speed. Detailed Descriptions The rotating magnet runs on two tall bearings; sie-Tocated at the Ereaker end end the other at the drive end. A two lobe cam is secured to the breaker end of the rotating magnet. The small distributor gear, located on the rotating magnet shaft drives the large distributor gear and distributor cylinder at one-half engine speed. Thezatio between these two gears is such that the high tension current from the coil is conducted ty means of a carbon brush to the distributor cylinder electrodes and from there to the high tension terminal electrodes in the magneto cover. ‘The SOLN-51 magneto incorporates a type IC-H impulse coupling. The type IC-H impulse coupling consists of only three major parts; the body, the spring, and ‘the cam assembly. Two stop pins in the magneto front end plate are employed to engage the flyweights which when tripped, actuate the coupling. ‘The purpose of the impulse coupling is: (1) to rotate the magnet (after impulse trips) faster than the engine cranking speed, thus generating a better spark for starting; (2) to automatically retard the spark when starting the engine, When the engine is running, the impulse coupling acts as a drive coupling for the magneto. Electrical Operation The two poles of the magnet are of opposite polarity 80 that as the magnet is turned, the direction of the flux through the coil reverses periodically. The number of flux reversals through the coil core during one complete revolution of the magnet is equal to the munber of poles on the magnet. The flux reversals induce current in the primary winding when the points are closed. The flow of current in the primary winding stores energy in the magnetic circuit, When the contact points open, the energy is released, thereby producing high voltage in the secondary winding, One end of the primary winding is connected to ground. Thé condenser is connected across the contact points. Eel?Ons end of the secondary winding is grounded to the magneto through the prinary winding, that is, connected to the insulating end of the primary windings The other end terminates at the high tension spring contact of the coil. High tension current in the secondary winding is then conducted to the center of the distributor cylinder by means of a carbon brushe From here it is conducted to the high tension electrodes on the distributor cylinder to the electrodes of the high tension cable terminals. High tension cables then carry it to the spark plugs, where discharge or spark occurse ‘The ground terminal on the magneto is electrically con~ nected to the ignition switch, When the switch is in the "OFF" position, this wire provides a direct path ‘to ground for the primary current. This prevents the Anterruption of the prinary current when the contact points opens Therefore, high voltage is not induced in the secondary winding III, Installation As a precaution, check the adjustment of the magneto breaker before placing the magneto in service on an engine. Remove the timing inspection plug and the breaker cover from the magneto, Look into the timing inspection hole and turn magneto until the white tooth on the large gear ("R") is lined up with the timing Line or pointer ("P*) next to ite The breaker points should be just starting to open when those marks line ups Bendix timing light, No» 11-851 or equivalent, should be used to determine when the breaker openss If the breaker does not open at the proper position, readjust as outlined under Maintenance. If the magneto incorporates an impulse coupling it will be found that the coupling prevents turning the magneto in its normal rotation unless the coupling fly= weight is disengaged. This can be done by depressing the flyweight with the fingers After checking the magneto, turn the engine to the full advance No» 1 cylinder firing position on the compression stroke as instructed in the engine hand~ books Sot the magneto at the position where the timing marks seen through the inspection hole line up as pre= viously outlined, Install the magneto on the engines EelsConnect Bendix No» 11-852 timing light, or equiva- lent across the breaker points of the magneto and rotate the magneto through the angle provided by the elongated slots in the mounting flange until the timing light indicates that the points are just open- ing on the No. 1 cylinder. Secure the magneto in this position and recheck the adjustment. The wire from the ignition switch should be attached to the pin in the ground terminal assembly with the 1059460 ground terminal kit. Thread the wire through the conduit coupling nut, elbow assembly, main coupling nut and grommet. Strip the insulation 1/4 inch, pre-tin the conductor with a good grade of 50-50 tin-lead solder and solder the wire ‘to the contact in the insert, Slide the grommet up tight behind the insert. Connect the elbow assembly to the shell using the elbow coupling nute ‘The elbow may be turned in any desired position, Next, tighten the conduit eoup- Ling mit, The completed assenbly is now ready to mate with the ground terminal receptacle bn the magnetoe Install the high tension cables in their respective terminals. The number discs adjacent to the high tension terminal bushing on the main cover indicate the serial firing order of the magneto, and are not engine serial munbers. The cable fron the distri- butor terminal marked No. 1 will be connected to No. 1 cylinder and terminal marked No. 2 will be connected to the second cylinder to fire, eto. Attach the high tension cables to the magneto as follows: Slip the knurled nut and rubber gland over the cable in the order naned. Strip the in- sulation from the cable end about 1/k inch, Slide ‘the connector on the cable and form the strands of wire over the basings to secure the cable to the connector. Push the connector into the high ten- sion terminal so that the spring is compressed. Slide the rubber gard down to the top of the ter~ minal, Tighten-the knurled mut as tightly ‘as possible wlth the fingers, The cable should be held in the terminal until the rubber gland and knurled nut have been tightened sufficiently to hold the cable in place with the spring compressed.W Maintenance be Ce dy Lubrication, The ball bearings of the magneto are Factory packed and require no lubrication except when the magneto is dicassembled for overhaul. At such times the bearings should be washed out and re= packed with grease. Be sure that the felt attached to the cam follower is properly lubricated. If oi], appears on the surface when felt is squsezed between the fingers, no oil is needed. If the felt is dry, moisten it with a fow drops of a good grade SAE NO, 60 oil or equivalent. Avoid an excess of oil, Cleaning. At routine inspection intervals, remove ‘The brecter cover ani thoroughly clean the’ breaker mechaniim, Be sure that no ofl will touch the breaker contact points. ching Contact Points. (For magnetos that do not ‘mploy se couplings.) To check the adjustment of the breakor points, turn the crankshaft of the engine in nornal rotation to No. 1 cylinder firing position, At this tine the chamfored tdoth and the ‘timing pointer should line up as seen through the ‘timing window in the magneto cover at which tine ‘the breaker oontsct peints should just start to open. ghotos That Employ An se Coupling, To check ent of the breaker contact points, turn the crankshaft of the engine in normal rotation to Nos 1 cylinder top center position, is this point is reached the impulse coupling will act. This action of the impulse coupling can be heard as a clicking noise. The action of the impulse coupling turns the magneto to a position too far advanced for checking ‘the contact breaker points. Therefore, turn the engine crankshaft backwards slowly until the timing mark on ths chanferet tooth of the large distributor gear just passes by the pointer as seen through the timing window in the front of the magneto covers ‘Then connect No. 11-951 timing Light to magneto and turn crankshaft forvard very slowly until the contact points are just starting to open. At this position ‘the timing marks sould Line up. (This time the im- pulse coupling will not act as the turn backward will not engage the couplire drive pins.) Adjustment Of Contact Points. If the timing marks do hot tine up at the instant the points open, it is E20